June 21, 2013

$2.95 • June 21, 201365th Year. no. 12

Buying an Airplane P. 14

Protect your rights P. 8

Real reason airports matter P. 11

No medical required P. 10

Love at first sight

PERIODICALS - TIME-SENSITIVE DATED MATERIALS

Aerotrek A220

June 21, 2013 www.GeneralAviationNews.com — facebook.com/ganews 3

BriefingThe maiden flight for Tecnam’s new-

est model, the Astore Light-Sport Air-craft (pictured), took place May 27 at Tecnam’s facility in Capua, Italy.

The Astore is a new two-seat, low-wing LSA, which can be powered by the Rotax 912ULS, the new 912iS, or the Rotax 914 engine. The LSA includes an Apple iPad mini with a pre-installed dedicated app that computes Weight and Balance, provides checklists, and includes the Pilot Operating Handbook. When paired with additional apps, such as Air Navigation Pro, the iPad becomes a full Primary Flight Display, according to company officials.

Tecnam.com

Beechcraft Corp. recently delivered the 4,000th Model 36 Beechcraft Bo-nanza. According to company officials, more than 18,000 Model 35, 33, and 36 Bonanzas have been delivered since 1947. The six-seat aircraft is powered by a 300-hp Continental IO-550-B en-gine and features a Garmin G1000 glass cockpit.

Beechcraft.com

Chicago Executive Airport (PWK) has been named Reliever Airport of the Year by the Illinois Department of Transportation, Division of Aeronau-tics. To be considered for the honor, the airport, which is jointly owned by the city of Prospect Heights and the Village of Wheeling, submitted a nine-page en-try that demonstrated the advancements of the airport, as well as its commitment to the aviation community, residents and businesses in the surrounding area, according to airport officials.

ChiExec.com

Western Aircraft recently broke ground on a 26,000-square-foot ex-pansion on the company’s 18 acres at Boise Airport (BOI) in Idaho. “This growth has been driven in large part by the sales tax exemption bill passed in 2012,” said Jeff Mihalic, Western Air-craft president. “It has opened the door for us to expand our capabilities and market reach and increase our footprint here in Boise.” The expansion is ex-pected to take six months to complete and will accommodate an expanded parts facility and support shops for the company’s operations.

WestAir.com

In the first three months of 2013, total worldwide avionics sales amounted to more than $1.7 billion, as reported by the 20 aviation electronics manufactur-ers participating in the first quarterly Avionics Market Report from the

Aircraft Electronics Association. The dollar amount — using net sales price — includes: All aircraft electronic sales, including all component and accesso-ries in cockpit/cabin/software upgrades/portables/noncertified aircraft electron-ics; all hardware (tip to tail); batteries; and chargeable product upgrades from participating manufacturers. It does not include repairs and overhauls, extended warranties, or subscription services, ac-cording to AEA officials.

The AEA first introduced its Avion-ics Market Report in March during its annual convention, reporting that in-ternational avionics sales for 2012 was nearly $6.3 billion.

AEA.net

Phillips 66 Aviation recently hon-ored Showalter Flying Service at Flor-ida’s Orlando Executive Airport (ORL) with its 2013 Lifetime Achievement

Award. The company also presented its Safety Values Award to Perry Broth-ers Aviation Fuels in Americus, Ga.

Phillips66Aviation.com, PBAviationFuels.com, Showalter.com

Black Canyon Jet Center at Mon-trose Regional Airport (MTJ) in Colo-rado will donate half the revenue gener-ated by a new pink JetGo ground power unit to Bosom Buddies of Southwestern Colorado, a breast cancer awareness group.

BlackCanyonJet.com

Washington Governor Jay Inslee has declared June “General Aviation Appreciation Month” in Washing-ton state. Washington is home to 135 public-use airports, more than 19,000 pilots and more than 6,660 GA aircraft. The state’s aviation system supports 248,500 jobs, $15.3 billion in wages, and $50.9 billion in economic activity, according to the proclamation.

Governor.WA.gov

Aspen Avionics’ Evolution Flight Display is part of a new exhibit, Dynam-ics of Flight, which runs through Dec. 31 at the National Museum of Nuclear Science & History in Albuquerque. The exhibit highlights the advances in air-craft design and technology from the Wright brothers to the Space Shuttle.

Visitors can experience flight via two computerized simulators to help under-stand the concepts of pitch, roll, and yaw. As a virtual pilot, visitors can also see modern digital flight deck technol-ogy in action with an Aspen Evolution

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General Aviation News • 65th Year, No. 12 • June 21, 2013 • Copyright 2013, Flyer Media, Inc. • All Rights Reserved.

BRIEFING | See Page 4

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4 General Aviation News — 800.426.8538 June 21, 2013

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A D V E R T I S E R I N D E X

Primary Flight Display integrated into one of the simulators.

NuclearMuseum.org, AspenAvionics.com

World Airshow News has named Skip Stewart the 2013 recipient of the Bill Barber Award for Showmanship. Stewart is known worldwide for his high-energy airshow performances in

his highly modified Pitts biplane.The Bill Barber Award for Showman-

ship began in 1986, and is awarded to airshow performers or teams that have demonstrated great skill and showman-ship.

SkipStewartAirshows.com

The Rocky Mountain Airshow has tapped LiveAirShowTV for live cover-age of the Aug. 16-18 airshow. Multi-camera coverage will be fed to a large LED screen on the flight line, as well as broadcast live over the Internet.

COSportAviation.org, LiveAirshowTV.com

Delta Mike Airfield has launched five related websites that celebrate the air-craft and people who landed and signed the Golden Age airfield registers at Clo-ver Field, Santa Monica, Calif., Grand Central Air Terminal, Glendale, Calif., Parks Field, East St. Louis, Ill., Peter-son Field, Colorado Springs, Colo., and Pitcairn Field, Willow Grove, Pa.

Since 2005, the non-profit company

has also operated a sixth site, DMAir-field.org, which celebrates the history of the people, aircraft and aviation events recorded in the register of the old Da-vis-Monthan Airfield, Tucson, Ariz.

DMAirfield.org

Helicopter Association Internation-al (HAI) has moved its headquarters to a new larger space, a few blocks away from its previous location in Alexan-dria, Va. The larger space will allow the association to meet growth require-ments, according to officials, who note it provides office space, classrooms and meeting room facilities for visiting members.

Initially, HAI is occupying the top two floors of the four-story building and will lease the first two floors to other tenants. As the association grows, it hopes to expand into the lower floors, officials add.

Rotor.com

Saker Aircraft Corp. has introduced the Saker S-1, a two-seat personal jet,

which company officials claim will be “one of the world’s fastest and most efficient civilian aircraft available for purchase when it receives FAA and EASA certification and goes into pro-duction.” According to Sean Gillette, founder and CEO, the Saker S-1 is be-ing designed with specific performance goals, such as the ability to takeoff and land on runways as short as 1,500 feet, climb at 14,000 feet/min and cruise at MACH .95.

SakerAircraft.com

BRIEFING | From Page 3

Waco Classic Aircraft Corp. has of-ficially unveiled the first conforming new production Great Lakes 2T-1A-2.

The project to reintroduce the Great Lakes 2T-1A-2 started less than two years ago, company officials said.

Production of aircraft for customers is under way, with the first three on the production line, officials said. Custom-er deliveries are expected to start in less than 90 days with an initial production rate of one per month after that.

The airplane features a Lycoming AEIO-360 180-hp fully aerobatic en-gine and a Hartzell aerobatic propeller. Avionics include a Garmin AERA-500 Touchscreen GPS with ADS-B Datalink and a JPI-930 fully electronic engine analyzer and performance computer.

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NOTICE: The next issue will be mailed July 5, 2013.Cover photo courtesy Rollison

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After four months of evaluating 126 applications for the first-ever Flying Club scholarship, Ground Effect Advi-sors (GEA) has chosen a winner.

Zachary Piech, of Wilmington, N.C., and his prospective flying club, Cape Fear Flyers, will receive more than $3,500 worth of products, services, and support from the Aircraft Owners and Pilots Association (AOPA), David Clark, Sporty’s Pilot Shop, Signature Flight Support, Cirrus Aircraft, Sched-ule Master, PilotEdge and LiveATC.net, all of which is geared towards get-ting a flying club off the ground.

“This has been an inspirational pro-cess throughout,” said Al Waterloo, a GEA partner. “We received so many in-credible applications, and Zach’s really jumped off of the page at us. We found him to embody everything we were seeking: Passion; vision; drive; and, of course, potential for sustained success. Zach has been working towards this day for over a year with little progress. As with most prospective flying clubs, navigating the complex landscape is difficult, with many bumps along the way. We are ecstatic to have the op-portunity to work with Zach and the

prospect of making a lasting impact on the general aviation community in the Wilmington area.”

In a surprise move, GEA also award-ed a runner-up scholarship to Chip Gentry, Jay Hahn, and Jeffrey Naught, who collectively submitted an applica-tion for a prospective flying club in Jef-ferson City, Missouri. The team from Jefferson City will receive $1,000 from AOPA and additional support from GEA to augment their efforts to estab-lish a flying club.

“The quality and potential value to general aviation we saw in a Jefferson

City Flying Club forced us to pivot from our original objective of award-ing a single scholarship,” said Todd McClamroch, a GEA partner. “With incredible support from AOPA, we are quite excited to extend this program to another applicant with qualities too good to pass up.”

Beyond working with the applicants from Wilmington and Jefferson City, GEA and AOPA will be developing var-ious tools to assist the remaining pool of scholarship applicants in launching flying clubs.

StartAFlyingClub.com

Winner of flying club scholarship named

APPLETON, Wis. — Governor Scott Walker, U.S. Senator Ron Johnson, U.S. Representatives Tom Petri and Reid Ribble, and Outagamie County Execu-tive Thomas Nelson recently joined the General Aviation Manufacturers As-sociation (GAMA) and hundreds of manufacturing workers, local officials, business leaders and aviation enthu-siasts at Gulfstream Aerospace Corp., adjacent to the Outagamie County Re-gional Airport (ATW), for a general aviation jobs rally.

“I’m proud to be a part of this event to celebrate and promote general avia-tion,” Walker said. “The economic impact created by general aviation is strong, and it plays such an important role in providing the transportation needs of individuals and businesses across the globe.”

“Manufacturing is the lifeblood of Wisconsin’s economy,” said Petri. “And general aviation manufacturing is a major part of that. Manufacturers provide good, solid jobs for thousands

in our area, and today’s manufacturing employees are more skilled and produc-tive than ever before. As the host region of the largest airshow in the world — EAA AirVenture — I’m proud to sup-port general aviation here and across the country.”

The GA industry contributes more than $150 billion to the U.S. economy annually and supports 1.2 million jobs, according to GAMA officials. In Wis-consin, GA contributes more than $3.5 billion to the state’s economy annually

and GAMA manufacturers alone em-ploy more than 1,100 Wisconsinites. GAMA’s members with facilities in Wisconsin include Gulfstream, Signa-ture/BBA Aviation, Cessna Aircraft Co. and UTC Aerospace Systems.

Greg Laabs, general manager of Gulfstream’s facility in Appleton, noted that the company added approximately 100 jobs in January. “General avia-tion is a success story in Appleton that we would like to see continue and get stronger.” he said.

Wisconsin celebrates GA manufacturing at rally

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By MEG GODLEWSKI

Pilots at Santa Maria Airport (SMX) on California’s central coast are learn-ing their way around new taxiway designations — but they aren’t happy about it.

Neither are the controllers who man the tower at the airport, who claim they were not consulted on the changes.

According to Airport Manager Chris Hastert, a runway extension project completed in 2012 necessitated a taxi-way extension, which led the FAA to take a new look at the way the taxiways were named at the World War II-era air-port.

Airport officials hired a consultant to come up with a way to make the taxi-ways less confusing. The consultant, referencing FAA Advisory Circular AC 150-5340-18F, concluded the most logical course of action was to give the taxiways alpha-numeric designations such as A1, A2, and so forth.

“Taxiway Echo spanned the entire airport,” Hastert explained. “If there is something wrong on Taxiway Echo, it’s going to be a challenge to find the prob-lem. Saying there’s something wrong at Alpha 1 is much more precise.”

Earlier this year, the California Pi-lots Association and staff at the SMX control tower raised a loud chorus of opposition to the redesignation proj-ect, alleging it could lead to potentially deadly situations as pilots and control-

lers familiar with the old taxiway lay-out could get confused.

SMX Tower Manager Jim Jones claimed the controllers were not con-sulted before airport officials began the project. “The tower had no input in it whatsoever and the way it was done,” he said.

Jones also contends the tower staff were not made aware of the project un-til May 2011, well after a plan had been created and was slated for implementa-tion.

“They spent $225,000 for the creation of a plan that doesn’t make any sense and is unnecessary,” he said. “Having one strip of pavement and giving it four taxiway names doesn’t make any sense. We told them that the Advisory Circular is advisory, not mandatory.”

Hastert counters that the first draft of the plan was made available to the pub-lic well before the work began.

“We had the draft plan available to our local tenants and it had been on the front counter of the airport office for public review for a year,” Hastert said, adding that suggestions from the tower controllers did result in some modifica-tions to the plan.

The controllers are not the only ones upset. Mitch Latting of the California Pilots Association noted that the asso-ciation packed public meetings to show opposition to the redesignation.

“Myself, the SMX Tower Manager Jim Jones, along with controller Curtis

Fleming, were able to provide infor-mation that the proposed taxiway plan was both incorrect and not a ‘simple and logical’ layout as depicted in the FAA document,” Latting said. “After the meeting, board members said they would like to take a look at the plan Jones had created, which is a simple plan that merely added a couple of new taxiway signs to the existing taxiway system — certainly not redesignating the entire airport.”

Latting added that Jones has called the original taxiway layout at SMX “one of the simplest and effective taxi-way plans he has ever run across. He

also enlightened us that there have been no runway incursions at SMX for at least five years.”

Despite the opposition to the redesig-nation, the work began this spring.

“There will be a learning curve,” Hastert confirmed, adding that airport officials, tower personnel, pilots, and the FAA are working to educate airport users.

As this issue was going to press, the SMX ASOS carried a NOTAM advising pilots that the taxiway renaming project is complete and new airport diagrams are being created.

SantaMariaAirport.com

SMX redesignation sparks controversy

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The Aircraft Owners and Pilots As-sociation (AOPA) has launched a new aviation finance company.

The new service, AOPA Aviation Finance Company (AAF), will offer more flexible financing options through a collection of banks, rather than with just one, according to officials, who note this will allow AAF to identify the best loan options for members.

AAF will not be loaning money di-rectly. “We are acting as a broker, facil-itating the process from start to finish,” said Adam Meredith, AAF president.

AAF will also help members obtain loans for aircraft that tend to be more difficult to finance, such as older air-planes and homebuilt kits, he noted. The company also will help identify loans for avionics upgrades, he said.

He noted that AAF will help find the right lender for each transaction, noting that some banks prefer to lend on only certain aircraft.

“Our experience will help find which financial institution likes the plane the member is looking to finance,” he said.

While AOPA has offered aircraft fi-nance services for nearly two decades, it was more of a referral service to a

single lender. AAF will partner with up to eight financial institutions, according to Meredith.

An AAF staffer will work with the prospective airplane owner from start to finish, explaining the process, col-lecting documents, and facilitating the verification process.

“That part can be tedious,” he said. AOPAFinance.com

AOPA launches new finance company

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Lift Struts for 108 Series

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Aileron Idler Cable .................................... 108-1141206 ....... $94.07Aileron Control Cable ................................ 108-1141208 ....... $81.16Flap Control Cable .................................... 108-1141506 ....... $77.44Rudder Cable, 1946-1947 ...................... 108-3041003-0 ....... $98.42Rudder Cable, 1948 ............................... 108-3041003-2 ..... $125.00Aileron Idler Cable (in fuselage) ............... 108-3041118 ....... $54.65Control Column Cable, left half and right half ..................108-3041123-6, -7 ..... $114.92Elevator Cable, “Up” and “Down”...108-3041305-10, -11 ....... $84.58Upper Flap Control Cable (in fuselage) ..... 108-3041511 ....... $79.12Elevator Tab Control Cable (SN 1-2249) ...................................... 108-3041615-0 ....... $70.32Elevator Tab Control Cable (SN 2250-3500) ................................ 108-3041615-1 ....... $83.01Rudder Trim Cable (SN 2250-3500) .......... 108-3042620 ....... $65.68Rudder Trim Driver Cable (SN 2250 and up) ................................. 108-3042622 ....... $72.51Rudder Trim Cable (SN3501 and up) ......... 108-3042426 ....... $95.55

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108 Series Parts Catalog ..........................................SPM ....... $24.82General Service Manual ..........................................SSM ....... $32.77Service Bulletins and Letters ....................................SBL ....... $22.91Stinson Specs, AD’s and STC’s .................................... SSS ..........$9.55108 CAA Operating Limits ................................. 108CAA ..........$5.73108-1 CAA Operating Limits .................................. 1CAA ..........$7.99108-2 CAA Operating Limits .................................. 2CAA ..........$5.73108-3 CAA Operating Limits .................................. 3CAA ..........$5.73108-1 Owner’s Manual .......................................... 1WM ....... $13.05108-2 Owner’s Manual .......................................... 2WM ....... $13.05108-3 Owner’s Manual .......................................... 3WM ....... $13.05108-1 Seaplane Operating Limits .............................1SP ..........$7.99108-2 Seaplane Operating Limits .............................2SP ..........$5.73108-3 Seaplane Operating Limits .............................3SP ..........$5.73108 Ski-Plane Supplement .......................................SKS ..........$1.60108-1 Ski-Plane Supplement .................................1SKS ..........$1.60Appendix A Supplement ..........................................SXA ..........$1.60Stinson Story of Aircraft Progress .............................SSY ....... $18.46 Stinson Time-Speed-Distance Computer .................SWC ....... $10.02Stinson Computer Instructions ..................................SCI ..........$5.63

Manuals

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Carburetor Air FilterFor Franklin 150-165 hp Stinson 108 series

Carburetor Air Filter .................................. 108-6221805 ....... $63.98

For 108, 108-1, 108-2 150 hp (SN 1-2249) ............. 108-6221801 ..... $131.03For 108-2, 108-3 165 hp (SN 2250 and up) ..... 108-6222801 ..... $131.03

Air Induction Cuffs

Wood Propeller Spinner Assembly ........ 108-6921000-1 ..... $541.49Metal Propeller Spinner Assembly ........ 108-6921000-2 ..... $599.49

Spinner Assemblies

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Strut Fillets

Lift Strut Lower Fillet, Left ..................... 108-1001003-0 ..... $160.62Lift Strut Lower Fillet, Right .................. 108-1001003-1 ..... $160.62

Rear Lift Strut Upper Fillet, Left and Right 108-1001002-0, -1 ..................... $72.52

Front Lift Strut, Upper Fillet, Left and Right 108-1001001-0, -1 ..................... $74.70

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By DAVE HOOK

When did American citizens give up Fourth Amendment rights just because they became pilots?

Over the past year, there have been numerous reports of searches of private aircraft without warrants. The accounts described by the pilots also suggest that insufficient cause was given by the law enforcement agencies conducting the searches. This is a disturbing trend.

My wife and I enjoy watching “Law and Order.” It’s interesting to see the direct link between the search for sup-porting evidence against someone who has committed a crime and how the prosecution makes use of that evidence in a court of law.

What’s even more interesting is how investigating officials get people to voluntarily waive their rights against search and seizure without a warrant or probable cause. It’s just entertainment television, right?

Here are some lines you might hear when a member of the law enforce-ment community wants to search your aircraft without a warrant or clearly ar-ticulated probable cause:

“I’d like to search your aircraft.”• “Mind if I look inside?”• “If you have nothing to hide, this • shouldn’t take more than a minute.”

“The last guy • didn’t make a fuss. Are we go-ing to have trou-ble with you?”“A law-abiding • citizen such as you should have nothing to fear.”“Okay, we won’t • search your air-plane. But we want our dog to sniff outside and around your airplane, okay?”“We are conducting a ramp check. • Please open up your aircraft.”

Here are some responses you may wish to consider:

“Do you have a warrant to search • my aircraft?” If they have a properly executed warrant, stand aside.“Am I under arrest? If so, what are • the charges?”“I want to leave. Am I being detained • or am I free to go?”“If this is a ramp check, then who is • the FAA inspector?”

Remember, there is a big difference in Part 91 operations between a ramp check conducted by an Aviation Safety Inspector (ASI) of the FAA and an in-spection of your airman’s certificate by law enforcement.

The authority for the ASI comes from FAA Order 8900.1, Volume 6, Chapter 1, Section 4. The authority for inspec-tion of an airman’s licenses, medical certificates, authorizations, and photo identification by law enforcement comes from 14 CFR Part 61.3 (l). The

ASI should present an identification card, called an FAA Form 110A. If the person saying they are performing a ramp check doesn’t show it, you should ask to see the FAA Form 110A to con-firm that you are undergoing a ramp check by an FAA inspector.

Finally, the most important response to give above all others: “I do not con-sent to searches.”

I am not a lawyer — and probably most of you are not lawyers. But re-member this: Anonymous tips and hear-say do not constitute probable cause.

Why is that distinction important? Probable cause is the legal doctrine that allows law enforcement officials to conduct searches without a warrant. A warrantless search conducted without probable cause creates a basis for sup-pression of any evidence found during the search, sometimes called the fruit of the poisonous tree doctrine.

This is a situation in which you may be wise to have a lawyer you can call or avail yourself of the Aircraft Owners and Pilots Association’s Pilot Protec-tion Services.

For those concerned about their ethnicity and potential targeting, you

should know about United States v. Brig noni-Ponce, 422 U.S. 873 (1975). The U.S. Supreme Court determined that it was unlawful for law enforce-ment to stop a vehicle because, in this case, the operator appeared to be of Mexican descent. This case law estab-lished the requirement for law enforce-ment to have more than the basis of ethnicity to detain someone. It further required the law enforcement official to be able to clearly articulate those facts used to create a basis for reason-able suspicion. [My thanks to Chase Snodgrass, Presidio County Airports manager and retired U.S. Border Patrol agent, for sharing this reminder of fair-ness and equality under the law].

There are plenty of bad guys that law enforcement — federal, state, or local — should be pursuing, not law-abiding pilots conducting lawful flights within domestic airspace.

Unless you are clearing U.S. Cus-toms after having arrived from outside of the United States, there is no authori-ty bestowed upon law enforcement that allows for a warrantless search without probable cause. But when you cross the border into the United States, the Cus-toms agent does not require probable cause to conduct a search of you, your passengers, or your aircraft.

Also important to know: Consenting to allowing a trained dog to sniff around your aircraft is just as much a search as if you opened the aircraft door and in-vited them in. The dogs use their noses

Protect your rights

Dave Hook

RIGHTS | See Page 24

Dave Hook, an expert on general aviation security, is president of Planehook Aviation Services (Planehook.com) in San Antonio, Texas.

Date: August 19-21 Time: 9am - 4:30pm Place: Hillsboro Aviation (KHIO)

Join us for the Aircraft Showcase! Bell and Cessna’s most exciting new aircraft are coming to Oregon this summer.

Visit hillsboroaviation.com/news for more details.

TWO LOCATIONS Date: August 22 Time: 9am - 4:30pm Place: Aurora Aviation (KUAO)


WASHINGTON, D.C. — Each year the Experimental Aircraft Association’s AirVenture Oshkosh attracts more air-craft, pilots, and aviation enthusiasts than any other aviation gathering in the United States, but this year EAA is facing paying the FAA an estimated $500,000 for doing its job.

Payment is necessary, say FAA offi-cials, because sequester has cut off nec-essary funds.

About 80 government personnel are used at Oshkosh each year, including 55 controllers, 10 supervisors, and 15 others with assorted duties.

“We’re not looking for a government handout,” says EAA spokesman Dick Knapinski, “just what the government has already budgeted for. General avia-

tion pays its fair share of fuel taxes and this is like adding another tax.”

He cites as a comparison paying property taxes and then getting a $5 bill each time your child rides the school bus.

The FAA had al-ready budgeted for the Oshkosh event, causing many to won-der why the call at this time for the fee for service. Perhaps it is a move to gain attention by target-ing the most popular events to get public opposition to seques-ter and the President’s call for a $100-per-flight fee for some flights for the “fat cats” who can use general aviation.

EAA is getting help from members of Congress. Both houses of Congress are

opposing the FAA’s move. Reps. Tom Petri (R-Wis.) and Sam Graves (R-Mo.) and Sen. James Inhofe (R-Okla.) are examples.

Congress recently gave the FAA au-thority to transfer funds from various accounts in the budget. FAA used this authority to keep controllers on the job after earlier threats to have mandatory furloughs.

About 19,000 pilots responded to EAA’s call to contact their elected of-ficials to urge them to co-sign a biparti-san letter to the FAA administrator urg-

ing a stop to charging for services at avia-tion events.

On June 6, a letter signed by 28 senators was sent to the FAA administrator saying the proposed service fee is tantamount to the imposition of a user fee on general aviation. It reminded the FAA that Con-gress had previously

made clear its opposition to user fees. The senators point out that about 10,000 aircraft come to the EAA event from all parts of the country and the gathering is a big boost to the economy.

An imposition of a new fee for gov-ernment services sets a dangerous precedent for other aviation activities, but even more alarming is how such a move can be used for a myriad of gov-ernment services beyond aviation. If government can add “service charges” for providing services of one kind to an individual or organization, similar user fees can be charged by other agencies for other services and activities.

There is time for the FAA to alter its position on this fee. If it does not and the EAA must shell out a half million dollars for controllers, the organization says it will not increase its prices during next month’s AirVenture.

AirVenture.org

Is FAA demand double taxation?

Capital CommentsCharles Spence

Charles Spence is GAN’s Washington, D.C., correspondent.

“We’re not looking for a government

handout, just what the government

has already budgeted for.” — EAA’s Dick Knapinski

“Airspeed, altitude, or brains; you always need at least two.”

— Aviation Cliché

What’s the buzz?


Is this country great or what? I can rent a 30-foot CruiseAmerica.

com motorhome, with no prior large vehicle experience, load it with six of my friends and family, and plow on down the road.

The company website is filled with ways to maximize the enjoyment of the rental, and very little about safety and regulation. In fact, the renter’s resource page lists more than 50 questions, and I found just three related to safety or licensing:

Q: “Do I need a special driver’s li-cense to drive a motorhome?” Which, I thought, had an interesting answer:

A: “All you need is to be 25 years of age or older and possess a valid driver’s license and a major credit card. No spe-cial endorsement is needed. Temporary licenses are not accepted. Authorized operators 21-24 years of age may drive

a motorhome subject to a $25/day fee. In some instances credit and employ-ment references or a foreign passport are required prior to rental and will be verified. All drivers must be present, listed on and sign the Rental Agree-ment and will be bound by Terms and Conditions of the Rental Agreement at vehicle pick up.”

Q: “Is it difficult to drive a motor-home?”

A: “Motorhomes handle much like a car, especially the “C” class, which has a van chassis.”

Q: “Is there a limit to how many peo-ple can ride in the motorhome?”

A: Suffice it to say that Cruise Amer-ica recommends (not requires) a renter “never exceed the maximum capacity as posted in the actual vehicle you will be using.”

Best of all...no medical required.If enjoying the RV-lifestyle isn’t your

thing, how about something water-based?

A Bayliner 335 Cruiser is nearly 33 feet long, weighs about 12,000 pounds

and has a capacity of 12 people. Pric-ing starts at $160,000, but if you’ve got the cash, you can be on the water pretty quickly.

I asked a family friend, who for years transported large ocean-going vessels up and down the west coast for clients, if there are any licensing or medical requirements for a personally operated boat. “Nope. Not a one.”

He did mention that some marinas or moorage locations will have their own requirements. So, it would appear, if you can get it started and away from the dock, you can pilot it.

Best of all...no medical required.

Of course, we are all familiar with the most common mode of motorized transit in this country, the automobile. This mode comes in many sizes and flavors. Two of the most pop-ular are the passenger car and the light truck, with tens of millions of variants on the road daily.

According to the National Highway Safety Traffic Administration Fatal-ity Analysis Reporting System, there were 43,945 vehicles involved in fatal

accidents in 2011. “Passenger cars” ac-counted for 17,442 (39.7%) and “light trucks” accounted for 16,740 (38.1%).

I can, and do, fly into airports all over the country, walk up to a car rental counter and drive out moments later in a vehicle unlike my truck at home, into an area I’m unfamiliar with, so long as my credit card works and my driver’s

license is unexpired. Best of all...no medi-cal required.

But heaven forbid I consider operating a 1946 Piper J-3 Cub, carrying 12 gallons of fuel, seating for two, and a top speed of 80 mph, downhill, with-out a valid 3rd class medical I received four years ago (at 38 years of age).

Does anyone else see any inconsisten-cies?

Don’t misunder-stand me: I’m in no way advocating for a medical exam to privately operate a mo-torhome, boat or automobile. A medical exam will not make any of these modes of travel safer, just like flying.

Just something to ponder. And thank-fully, we can ponder it while camping, boating or driving...no medical re-quired.

LETTERS TO THE EDITORSMO LANDING FEES

Regarding “Landing fees increased at Santa Monica Airport” in the June 7 issue: The landing fees are just a tool to further weaken the airport’s flight activity and business. The City Council wants the airport gone, simple as that.

The question is, what can be done to stop this short-sighted and greedy city government?

DARRYL RAYvia GeneralAviationNews.com

Just curious, how do they know what an airplane weighs when it comes into their airport?

Pilots will do what they do in Eu-rope...they will turn their transponders off and not talk on the radio.

This is craziness. City Council is shooting themselves, and their airport, in the foot.

LINDA BURLvia GeneralAviationNews.com

These preposterous landing fees are simply another attempt at closing the airport. Here’s an article that belongs on every front page of every newspa-

per, on every internet news outlet, on everyone’s Facebook page, and right now, specifically, in the Santa Monica media and the Santa Monica City gov-ernment offices, for each and every per-son to read and fully understand. Those with their own selfish agendas that are promoting the demise of Santa Monica Airport truly do not have the overall welfare of the citizens in mind.

MITCH LATTINGvia GeneralAviationNews.com

All airport records are public. The aviation advocates at SMO can and should audit all airport-related income to determine whether or not the city is telling the truth (not likely in my per-sonal opinion). They will be required to use the Freedom of Information Act (FOIA) to get access to these records, but it would be worth the effort. We have seen in numerous other cases that

the airport sponsor (city or county) has been — let’s say “creative” — in cal-culating further increases for hangar and tie-down fees which were not war-ranted.

With the taxes on jet fuel flowage alone, I doubt that SMO is costing the city anywhere near as much as it states. It is up to the airport users now to deter-mine if they want to save their airport or continue to allow the city to make false claims, and install further road-blocks on their years’ old quest to close the airport.

To read the history on what the city has done against the airport over the past several years to ensure it would be viewed in a negative light, go to our website at CalPilots.org and perform a search on Santa Monica.

ED ROSIAKPresident

California Pilots Association

REVERSED ADVENTURESRegarding Deb McFarland’s Short

Final column, “Reversed Adventures,” in the May 24 issue: Another wonder-ful story, thanks Deb. I suggest you add the EAA in your dream; chapters are all over the country, and I have offered our car to many of the friends we meet at their events and just plane old airplane folks I meet at the airports I fly into.

Folks used to fly into New Bern, N.C., and take my car. I worked at the Flight Service Station and I did not buy any fuel for the car in the two years that I was there. The deal was if they were not back by the time my shift ended, I would do some touch and goes in what-ever airplane they flew in with. Never did get to fly one of those, but I did meet some really nice folks, and had of-fers to fly our J-5 to many places where we would be assured accommodations and a car.

God bless, blue skies and tailwinds.JIM DUKEMAN

via GeneralAviationNews.com

Have something to say? Send comments to [email protected] or fax 858-712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less.

Touch & GoBen Sclair

Ben Sclair is Publisher. He can be reached at [email protected].

No medical required

LETTERS | See Page 11

“I’m in no way advocating for

a medical exam to operate a

motorhome, boat or automobile. A medical exam

will not make any of these modes of travel safer, just like flying.”


Stewart Beckett Sr. was born into a different world than the one you and I live in. He came into being in 1898 not far from St. Petersburg, Florida. The family wasn’t wealthy, but they were reasonably well off, which is to say they lived in a house, ate on a regular basis, and managed to survive the maladies of the day — at least most of them did. Not all of his siblings survived to become adults.

His world was a harder place than mine is. Not because natural disasters have ceased to be, or because human beings are inherently more kind-hearted today, but because technology has deliv-ered us from the truly brutal hardships of day-to-day existence.

That’s a double-edged sword, of course. Because we are so fortunate in this modern world we tend to forget how difficult life was before the advent of the modern conveniences we take for grant-ed. When my grandfather was a child there was no light switch to snap on if

you heard a noise in the night. Water was generally unsafe to drink, and dying of starvation or exposure was a real possi-bility for much of the population.

Saddest of all may be the reality that for most of the population their hardship was permanent. There was no easy es-cape. My granddad didn’t see a car until he was 10 years old. He was 16 when the first airline service was established, and that only extended a few short miles across Tampa Bay. Granddad was in his 20s before he lived in a place where electricity was reasonably common and the main roads were paved.

I mention all this because there is a reason good ol’ granddad’s generation would wish to have had an airport, had such a thing existed in his youth. And that reason is as simple as can be: Sur-vival.

No, that’s not hyperbole. In 2004 when three hurricanes passed through the county I live in, the destruction was mind-numbing. Many central Florid-ians were thrown back into the late 19th century overnight. Suddenly with no electricity to run air conditioners, keep refrigerators operating, or pump well water to the surface, hundreds of thou-sands of people found out first-hand that life is hard without technology. Without electricity it’s hard to maintain a safe food supply, or store drugs many of us need to stay alive.

Relief came to us by air, as it does when disaster strikes these days. The air-ports of central Florida became clearing houses for manpower and supplies that were flown in from all over the country. Without airports, our plight would have lasted considerably longer and the loss of life would have been higher.

That last sentence is the crux of the is-sue. Aviation can — and does —deliver salvation in the midst of a catastrophe. The airport is your lifeline. It is the best insurance policy you will ever have. Towns with airports receive aid quicker and more effectively than those without.

The example above aside, survival isn’t a goal that’s unique to Floridians. The San Francisco earthquake of 1989 collapsed bridges, broke water lines, and cut power to vast numbers of people. When wild-fires roared throughout Cleveland Na-tional Forest outside San Diego in 2003, 25 people lost their lives and hundreds of thousands of acres were devastated. When Hurricane Katrina came ashore in 2005, roads were impassable, homes were flooded, and all modern conve-niences were swept away with the winds and rain.

In each of these cases, aviation al-lowed aid to be delivered and residents to be evacuated. Airports saved lives. Let me say that again because it matters more than most might think: Airports saved lives.

Think of it this way, if you will: We don’t have air bags in our cars today be-cause they’re pretty or suggest status. We don’t get mammograms, colonoscopies,

pap smears, or prostate exams because they’re fun. We do it because it can pro-tect us from an ugly fate.

In most towns we fund firefighting services even though we are careful at home and expect to never personally need them. We fund police departments, although we hope to never have to call for help ourselves. And we all want a well-staffed and well-equipped hospital nearby, even though we watch what we

eat and exercise in the hopes we will never be a patient there.

That’s the beauty of modern society. We don’t just hunker down and hope for the best — we prepare for the worst because we know the truth.

Bad things are coming our way and it’s better to be prepared in advance than to be caught off guard when the bad thing happens.

Will earthquakes, mud slides, tsuna-mis, wildfires, tornadoes, hurricanes, and floods still afflict us in the future? Yes. They absolutely will. We can’t prevent those things from happening. But we can prepare ourselves to meet the challenges quickly, efficiently, and humanely.

And airports play a major role in that process. Airports and the aircraft that op-erate out of them will save millions of us in the coming years. There is no question of that.

What is debatable is whether you will be one of those saved should disaster strike your town.

The answer to that question may very possibly depend on your proximity to an airport that you can count on in a time of real need.

FAA AND AIRVENTURERegarding “EAA asked to cover

some controller costs for AirVenture” in the June 7 issue: Tell the FAA to keep their controllers. The biggest event in aviation can go on just fine without the FAA. If the EAA has to pay for control-lers, then as a voting member, I vote for contract controllers to do the task and leave the FAA sitting on the sidelines with egg on their faces.

JEFF SCOTTvia GeneralAviationNews.com

The FAA has already received the money to pay for ATC. It’s called Fed-eral Income Taxation and we all pay it in many forms and large amounts.

ARTHUR DODDvia GeneralAviationNews.com

Let’s do this with no FAA! We landed 40+ airplanes on a carrier after an Al-

pha Strike in less that 30 minutes. We can figure this out.

RAY WINSLOWvia GeneralAviationNews.com

OPPORTUNITIES FOR ALLRegarding Jamie Beckett’s Politics

for Pilots column, “Just like Christmas morning” in the June 7 issue: Jamie, ditto your thoughts about the students that attend the Central Florida Aero-space Academy on the campus of SUN ’n FUN. Since the school opened, our members and volunteers of the Silver Wings Fraternity (Silverwings.org) have had the pleasure of working with many of them at our clubhouse, and watching them grow and mature.

They are the smartest and sharpest teenagers we have ever met. They are very respectful to everyone, they appre-ciate all the assistance they receive, and unlike most kids these days, they want to be there and they know where they are going. What is really cool for them

is they go to school at an airport, and many are learning to fly and are earning their licenses.

The SUN ’n FUN campus is the ide-al place for this to happen. Thanks to FedEx, they now have a slightly-used Boeing 727 to learn in and on. As a 501(c)3 non-profit, SUN ’n FUN pays most of the cost of their flying lessons as part of their overall aviation-centered educational mission.

Silver Wings Fraternity members frequently get the chance to assist in their education. Last month, our news-letter editor arranged a tour of MacDill AFB in Tampa and 25 CFAA students enjoyed a fun day there, learning new things and being exposed to other avia-tion career choices.

As you said, there is a bright future in aviation. As long as we continue to nur-ture young people like these, aviation will thrive and grow in this country.

JAMES DINGLETHORPEvia GeneralAviationNews.com

This example is an appreciation of those who have provided opportuni-ties to high school students to gain knowledge in the real world. As I term the situation: It creates the spark in the mind of a 16- or 17-year-old to say to themselves “That’s cool. I need to learn more about it.”

High schools need to increase vo-cational training programs to prepare their students with a background in ar-eas that will benefit their further devel-opment. My high school gave me those opportunities. My employers appreci-ated my enthusiasm and gave me chal-lenges that increased my desires to take on greater areas of responsibilities.

Every company needs to provide op-portunities, within their ability, to help with programs that will light the spark to move our current and future genera-tions forward in preparation for their future.

AL BECKWITHvia GeneralAviationNews.com

Politics for PilotsJamie Beckett

The real reason airports matter

Jamie Beckett is a CFI and A&P who stepped into the political arena in an effort to promote and protect GA at his local airport. He founded and serves as a member of the Polk Aviation Alliance in central Florida, and is an unabashed aviation advocate. You can reach him at [email protected]

LETTERS | From Page 10

“The airport is your lifeline. It is the best insurance policy you

will ever have.”

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There is a story going around about a toothpaste company that was having quality problems. It seems that every once in a while an empty tube would go through the system and get to the stores. This was causing several customers to threaten to cancel their orders.

So the president of the company, who was a business type, showed his leader-ship skill and hired a consulting firm. For $8 million, the consulting firm de-veloped a high-speed scale system that would sense the weight of every tube going down the line. When a “light” tube was sensed, the line would stop and a buzzer would go off. The techni-

cian would remove the tube and restart the line.

The first day the system was on it found 150 empty tubes, the second day 175 tubes, and the third day zero tubes.

The president panicked and went down to the plant manager and shift supervisor to find out what happened. Neither knew, so they went down to the line and talked to the technician. He said that the constant buzzing and line stoppage was slowing down the pro-cess, so he installed a $20 box fan on the line, which blew the empty tubes off before the high-speed scale.

So how does this relate to general aviation?

One of the main problems in almost every industry is that they are being run more and more by the business types and consultants and less and less by the people who really understand the show. For example, if you read almost

any aviation publication, you quickly realize that two of the biggest concerns in GA are the declining pilot pool and the need for an unleaded aviation gaso-line. The answer to both concerns is the same — technology.

If you have dealt with any person under 40, you quickly understand that the people we are trying to get into GA have been raised on high-tech things. They really do not re-late well to low tech-nology things.

These young people think aviation must be cutting edge, but then they take their first flight. After we get done explain-ing when to pre-heat, sump the tanks, set the mixture strength, hit the primer, etc., we realize their eyes glazed over between the pre-heat and setting the mixture strength.

These young people quickly real-ize that they are about to fly an engine based on 1930’s technology that they do not relate to at all.

For comparison, I bought a new snowmobile last year. It has a 160-hp four-cycle engine that starts instantly even at -20°F with just the turn of a key. It runs perfectly smooth on pump gas and is almost bullet proof.

So why does aviation depend on 80-year-old technology, but other plea-sure craft use modern technology? Part of it is the FAA approval process and the huge liability burden for GA aircraft.

But look at the Light-Sport Aircraft and experimental part of our business. Why does our industry stick with air cooling when liquid cooling is so much more efficient? How about direct drive?

Every turboprop aircraft, car, truck, tractor, mower, mo-torcycle or any other vehicle has some form of gear reduc-tion, so I must assume

that they have perfected the technology. And what about fuel injection, elec-tronic ignition, knock sensors, vari-able valve timing, and on and on? Why aren’t any of these systems being used in aviation? There are a lot of reasons, but a significant part is the “we never did it like that before” attitude of a lot of people in general aviation.

Years ago I had the opportunity to fly a 172 with a Porsche engine. It scared me because it was so quiet, smooth, and easy to operate. But it failed, partially due to high price, but also because of

The answer to GA’s woes: Technology

Visser’s VoiceBen Visser

Ben Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. You can contact him at [email protected].

“Why does aviation depend on 80-year-

old technology?”

VISSER | See Page 13

Craig L. FullerAOPA President and CEO

AOPA is always looking for ways to protect our general aviation airports. Some 16 years ago, that search yielded a simple, yet groundbreaking, idea: Ask AOPA members to serve as our eyes and

Support Network was born.

This month we are celebrating an impressive milestone—having an ASN volunteer at each of 2,500 airports. That means we now have a volunteer at nearly half of the almost 5,200 public-use airports nationwide, which is truly remarkable.

alert us to brewing threats so our experts at AOPA can work with the volunteers, local pilots, airport management, and decision makers to resolve problems before they become crises.

But they also do much more. They promote their airports year round to help communities understand just how much value having an airport can deliver. With the help of how-to guides from AOPA, they host aviation events and airport open houses. They take part in city and county council meetings. They speak about the airport and its value at community events of all types.

Aviation leaders in one state have demonstrated their understanding of just how important that is.

thanks in large part to the efforts of Randall Burdette, director of the Virginia Department of Aviation.

As a former ASN volunteer himself, Burdette views the program as a win-win. In his words, “It’s f Virginia to have enthusiastic

volunteers help keep track of what’s happening at Virginia’s airports and to share that knowledge.”

One day we hope to see every public-use airport in America have an ASN volunteer keeping it safe. If

If not, consider becoming a volunteer yourself. Either way, I hope you’ll explore the program and all that it does at aopa.org/asn.

Making A Difference For Airports

www.aopa.org today.


AirSpace Minnesota and The Mu-seum of Flight in Seattle have joined forces to create the first Museum of Flight Aviation Learning Center (ALC) outside of the museum.

“The art and science of flight hold a unique power to spark imaginations,” said Dale Klapmeier, co-founder and CEO of Cirrus Aircraft and board chair of AirSpace Minnesota. “Young people need dreams that inspire confidence to master new skills and opportunities to see what’s possible for their futures. The AirSpace Minnesota ALC provides a unique, proven mechanism to address that need. We are actively exploring po-tential sites in the Twin Cities and hope to be serving students throughout the region within the next two years.”

The Museum of Flight invested sev-eral years developing and testing the ALC, which opened in 2004, accord-ing to Doug King, Museum of Flight president. A team of 55 educators and experts created hands-on displays in science, math, technology and reading that ask students to think critically, test hypotheses and solve problems.

The ALC includes a learning lab with computer-based workstations; a hangar where students develop a flight plan, chart a short flight and perform a pre-flight safety inspection of an actual Cir-rus SR20 aircraft; and a simulation bay in which they use advanced software to virtually navigate their pre-planned route.

“We are completing an ALC technol-ogy upgrade, making this the perfect time to demonstrate its impact in a new environment,” said King. “From the

beginning, our plan was to design an educational asset that could bring value to other communities. We believe it is ideal to do this for the first time in the home state of Cirrus, our educators’ air-craft of choice, with a new organization like AirSpace Minnesota, which has a fresh outlook.”

The Museum of Flight serves more than 150,000 students each year with its programs. In the case of the ALC,

outside science and curriculum experts evaluated each component and designed the workstations to serve the academic needs of upper elementary, middle school and high school students.

Educators receive pre- and post-visit learning materials that tie the “day of” experience to state and national learn-ing standards, while the technology system provides a detailed assessment of how each student performed.

In addition to launching the new part-nership, Klapmeier also announced that Cirrus would donate an SR22 airplane for the AirSpace Minnesota Aviation Learning Center.

“We are delighted to help bring more STEM education and career resources to the region where our company is based,” he said.

AirSpaceMN.org, MuseumOfFlight.org

Minnesota Learning Center planned

lack of customer acceptance. It appears to me that our whole in-

dustry must take a giant leap from the 1930s to the 21st century and start to embrace some new technology. For ex-ample, if you are designing a complete-ly new diesel cycle engine, why go with air-cooling and individual cylinders? If you are designing a new LSA engine, why use the same old technology? If the special fuel for your engine is not available, why not use current technol-ogy that is well proven and will work with available fuels? Oh, that’s right, we never did that before.

And now the rest of the toothpaste story: The president got a seven-figure bonus for solving the problem. The plant manager and shift supervisor got promoted and the technician got laid off because he was no longer needed. But do not cry for him. He saw the error of his ways and became a consultant. He’s now making a seven-figure salary help-ing the FAA cut back on expenses and services.

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By EDWARD DOLEJSI

The overwhelming desire to buy a plane for the first timer can be the ex-perience of a lifetime. The dream of owning my own plane, the search for the right one, and finally parting with my money, should have started my life in pilots paradise.

Well, “should have” are the operative words here.

Ever since I can remember, I wanted to own my own plane. It was a recur-ring dream of mine, but I always felt that it was not a practical one. After a very long hiatus from flying, and real-izing that I was not getting any young-er, I took the plunge and started flying again. While renting was an easy way to the skies, securing a plane during a busy training season was a frequent dis-appointment.

I shook my piggy bank, and decided that I had just enough for an older, very inexpensive plane. I settled on a 1961 Piper PA-22 108 Colt. I found one lo-cally, which I thought was a stroke of luck. The owner was a retired aircraft mechanic. I was convinced that I got

myself a rare gem — and a

gem it was, more raw

than rare.

I am a bit of a per-

fec-

tionist, so my first thought after “in-specting” the plane was, well, this thing sure could use some TLC. OK, a me-chanic owns it, so at least mechanically it will be sound, I told myself.

I wanted a plane so badly. With glazed-over eyes, I could clearly see myself in the left seat of this ugly duck-ling, suspended in the still air of an early morning sky, going somewhere — anywhere. I bought the plane.

I thought, well, it is a 1961 vintage plane with just minimal updates, so I allocated some money for sprucing it up. New paint, new upholstery, and a modest panel upgrade — that was my line of thinking. I figured, this could potentially double the purchase price, but then I would end up with a nice and clean plane. I decided that I would fly the plane for a while, get to know it, and do the work during the first annual, some four months away.

But surprises started to surface al-most from day one. The radios would not work on battery alone. The cause, an old and still outstanding AD related to aluminum cabling dating back to the late 1960s. Then the transponder gave out, and this was just the beginning of my unexpected surprises. It was a very short “get to know each other” affair.

All the gremlins notwithstanding, I could see a definite shift in how I start-ed to look at my Colt. It was no longer the ugly duckling; I started to see the potential in my winged friend.

MY FIRST ANNUAL During the annual, the very first thing

my mechanic noticed was a missing en-gine serial number plate. Inspection by Transport Canada, a letter to Lycom-ing, and some money solved that one. The trim was a bit stiff. The inspection revealed a “frozen” pivot tube. We had our answer. The trim was actually twist-ing the trailing edge tube of the stabila-tor against the mounting screws, turn-ing round holes into not so round holes. During the disassembly, we discovered enough rust on the tail components that I made the decision to install a brand new empennage.

Since I was planning to update the panel at the outset, and after having a peek at the bird’s nest of wires behind it, I made the decision to rewire the whole

plane. We changed the instrument lay-out to a more modern “six pack” ar-rangement. Garmin GPS, PS Engineer-ing audio panel, Garmin COM1, iCom COM2 (the only piece of equipment I kept from the original radio stack) and a Garmin Mode C transponder, fed by a new digital altitude encoder, replaced the old electronics. The old ELT is gone and a new 406 MHz unit keeps me legal now. The engine got a new starter, an alternator, an oil filter, as well as a full complement of EI engine instruments, including an engine analyzer, and a fuel flow instrument — I sure love that fuel flow instrument. There is even a new,

My first plane

SPECIAL FOCUS — BUYING AN AIRPLANE

MY FIRST PLANE | See Page 19

Ed with his grandson in his Piper Colt (above) and at the airport.

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By GUY R. MAHER

So you are ready to buy your first plane? Great! But before you do, how about reviewing my top 10 list of first- time buyer mistakes:

1. Not defining “why” you want to own. This may sound silly, because we all have lots of reasons as to why we want to own. But defining your main purpose(s) for owning is paramount to then deter-mining if the effort and cost of owning is truly worth it. Are you sick of the renting hassle? Are you looking for more capa-bility in an aircraft than is presently not available through rental or a club? Do you just want to have your own plane for pride of ownership? All of the above? None of the above? Notice I didn’t in-clude any incentive related to cost, such as “Want to reduce your cost of flying?” Why? Because in most cases, that rarely happens unless you are going to be flying a considerable amount more than you do through renting. But that doesn’t mean that ownership doesn’t make sense for you. It just means you must clearly de-fine your goals for ownership.

2. Picking the wrong airplane. This one is a biggie. I see so many buyers proclaim they need much more plane than is really practical or affordable. The mission is the key. If you are going to be doing most of your flying within a 200-mile radius and with only one pas-senger, yet you buy that six-place plane for those two trips per year of 400 miles and four people, that’s not maximizing your investment. There are many other factors that go into the selection of a particular type of plane, as well as how it’s equipped. We all lust for more plane than we can fully utilize. The key is buy-ing smart for the majority of your flying, not the minority.

3. Not being realistic about the cost of ownership. Just because you’ve de-cided you want to own a plane — for whatever reason — doesn’t mean you are able. Digging deep into the cost of ownership of the plane you determined makes sense and then being honest with yourself as to the impact those costs will have on your non-flying life is critical. Besides the purchase price, which most first-time buyers concentrate on, the real expenses to consider are two-fold: First are the fixed costs — they happen regardless of whether the plane is flown or not. These include insurance, storage, property taxes, and interest if you are financing. Then there are direct costs — those that occur when you do fly. These include fuel, oil, and maintenance —

both scheduled and unscheduled — and reserves for overhauls. Find out from other owners, forums, local mechanics, etc., what the true costs and potential cost exposures are. Then make that most critical decision of what to own, or to own at all.

4. Trusting the wrong advice. So

how do you know the advice is right or wrong? You know by vetting the advi-sor. Announce you want to buy a plane and you’ll be bombarded with advice from friends, CFIs, local mechanics, line crew, FBO managers — the list goes on. I’ve seen many a good plane maligned, or the wrong plane recommended by

airport hangar-flying “experts” who had no operational and/or ownership experi-ence with the brand. Before you accept any advice from the locals, ask one di-rect question, “How much flying, own-ing, or maintaining experience do you

10 top mistakes of first-time buyers

MISTAKES | See Page 22

The prepurchase inspection is not the time to try to cut costs, especially for older or more complex planes.

Guy Maher has been providing professional aircraft buying and selling assistance, and type-specific training for over 40 years. He can be reached at [email protected].

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By MEG GODLEWSKI

Retiring often means down-sizing your life. You move out of the four-bedroom house into a two-bedroom condo because now that the kids are grown and gone, you no longer need all that room. Down-sizing also applies to airplane ownership.

Karen Smith of Bancroft, Ontario, Canada, who recently retired after 34 years in the aerial photography busi-ness, decided it was time to trade in the Cessna 180 that had been her photog-raphy platform for all those years for a more economical airplane. It was not an easy decision.

“I thought selling the Cessna 180 would be like selling my own grand-mother,” she said.

Her first thought was to get a Cessna 140. Early in her career she flew a Cess-na 140 from Ontario to Tuktoyaktuk, Canada, and then to Alaska, covering 10,000 miles and camping under the wing. Given that experience, the C-140 seemed the right choice.

“I never even considered a Light-Sport Aircraft as a re-

placement for the Cessna 180,”

she added.That

changed in 2011 when she saw the tail-wheel-

equipped

Aerotrek A220 at SUN ’n FUN. She was instantly smitten. “I thought

I had died and gone to heaven,” she said. “It reminded me a little of the Cessna 140. I bought it without even flying it!”

The Aerotrek A220 and the nose-wheel version, the A240, are factory-built by Aeropro CZ in Europe. The Aerotrek website notes that Aeropro “has been producing aircraft since 1990 with over 370 aircraft now flying around the world.”

A key feature of the Aerotrek is the substantial visibility made possible by the abundant use of clear plexiglas in the windows and turtle-deck. For a pilot who wants to spend most of her time looking outside at nature, this airplane provides an excellent view.

Smith took delivery of her airplane in November 2012. She was pleasantly surprised to learn that the Aerotrek’s performance is “leaps and bounds above the 140. The Aerotrek cruises around 130 mph with my smaller tires and wheelpants on, and leaps into the air in 250-300 feet with little effort.

“The smooth controls and the feel of flying makes it seem as though you are ‘one’ with the airplane,” she continued. “That is far different than my experi-ence with general aviation aircraft. I am absolutely bowled over with the aircraft, its payload, and its performance.”

The Aerotrek A220 sports a Rotax 912 ULS four-cylinder, four-stroke en-gine attached to a composite propeller. The airframe is 4130 chromoly steel tubing. The wings are aluminum. The

fuselage is covered with Poly Fiber.The instrument panel can be custom-

ized by the buyer. The standard panel includes a legacy gauge airspeed indi-cator, altimeter, vertical speed, magnet-ic compass and slip/skid indicator.

Engine instrumentation comes from a Grand Rapids Technologies EIS Model 4000 digital engine monitoring system, which provides for engine rpm, oil tem-perature, oil pressure, cylinder head temperature, four exhaust gas tempera-ture gauges, outside air temperature, voltmeter, flight timer, a Rotax fuel pressure gauge, and low-fuel warning light.

The cockpit measures 44.1 inches across. The Cessna 140, by compari-

son, measures 34 inches across at the seat and 38 inches at shoulder level.

When not in flight, the Aerotrek’s wings can be folded back so the air-plane takes up less space in a hangar. It can also be loaded on a trailer and towed.

Smith bought her Aerotrek from Rol-lison Light Sport Aircraft in Bloom-field, Indiana.

According to Rob Rollison, Smith’s enthusiasm for her new airplane is common among Aerotrek owners, who often share pictures of their airplanes on the company website.

In April, Smith joined the Aerotrek team at SUN ’n FUN, where her air-plane was on display with wheel-skis.

Love at first sight, before first flight

Karen Smith with her Aerotrek A220 at this year’s SUN ’n FUN.

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She is one of the first Aerotrek custom-ers to acquire the wheel-skis.

The wheel-penetration skis are manu-factured in Oregon by Summit Aircraft and sell for $4,200, according to Rol-lison. They can be installed on Aerotrek A220 taildraggers with no modifica-tions required, he noted. “It is a quick, easy installation and they can be eas-ily removed when the snow season is over,” he said.

Smith says the wheel-skis turn the airplane into an anytime, anywhere ma-chine.

“Where I live, the runway seldom gets plowed and we have a lot of snow,” she said. “With the wheel-skis I can take off and fly to someplace with a paved runway and land and meet a friend for lunch.”

Although the Aerotrek doesn’t have the payload capability that the Cessna 180 had, Smith notes that in all her years of flying it, she rarely needed the space and weight hauling capability.

“I realize I don’t have the room of my

Cessna 180, but in actual fact I rarely flew with more than one other person,” she said. “I do miss the room in the back seat, but all of the things I tried carrying, such as bicycles, weren’t al-ways that practical. Carrying a tent and sleeping bags and clothes is fine in the Aerotrek.”

Here again the LSA tops the C-140, as the useful load of the Aerotrek A220 is 580 pounds. The useful load of the Cessna 140 is 560 pounds.

The operating costs of the Aerotrek are considerably lower than those of the Cessna 180. The average fuel burn for the Cessna 180 was in the neighbor-hood of 14 gallons per hour in cruise flight. The Aerotrek burns closer to five gallons per hour. That means more flights for less money, said Smith, who joked that the lower cost is reflected in the Aerotrek’s tailnumber.

“It is VLE, which I say stands for Very Little Expense,” Smith laughed.“I grin like a Cheshire Cat every time I fly it.”

Aerotrek.aero

Pre-FlightLanding

Takeo�Specs & Perform

ance

Aerotrek A220 SpecsWingspan 29 ft, 11.3 in

Aircraft length 18 ft, 8.5 in

Aircraft height 7 ft, 4.5 in

Cockpit width 44.1 in

Cruise speed 120+ mph

Vne 143 mph

Vso 40 mph

Empty weight 655 lbs

Useful load 580 lbs

Max gross weight 1,235 lbs

Fuel capacity 22.5 gallons

Range 600 miles

Endurance 5.7 hours

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“The smooth controls and the feel of flying

makes it seem as though you are ‘one’ with the airplane.”

Aerotrek A220 owner Karen Smith



Used aircraft market on the reboundBy TODD H. HUVARD

The used aircraft market has recov-ered considerable momentum during the past several months, thanks to small business owners who have begun to ex-pand and move ahead in the growing economy. When these guys started buy-ing airplanes again, I knew the reces-sion was behind us.

The market snapshot I see is through the lens of my brokerage, which offers a broad spectrum of makes, models, and types. I sell some of everything — from Cessna 150s to King Airs and the occasional business jet. And some of everything has been selling at a robust clip lately.

TWINSThe cabin class twins that languished

so terribly during the downturn, and that are at historically low price levels, are now targets for buyers who believe the bottom has been touched.

These buyers have been selective, but are making deals on these bargain ships and investing in fresh avionics.

We have sold a number of bigger birds, like C421B, C414, C340, Na-vajo, and King Air airframes in the past 60 days, whereas during the past four years it was difficult to get a nod from buyers on the same planes.

The prices are low, but as buyers are now moving in, and as the supply of well-maintained and up-to-date air-frames is reducing, prices will rebound somewhat. There is still huge utility in many of the airframes, even with the higher operating costs.

The light twins, with the exception of the Barons, are still embattled on price. There are domestic buyers when the price is low enough — but that will

be for the hard-flown run-outs. South

Americans are still buying

the nicer twins, mostly for ser-vice in Brazil,

Argentina and Uruguay. The South Americans are savvy buy-

ers, but recently, there has been a grow-ing influx of “middle-man” buyers who don’t know airplanes. These newbie in-ternational buyers have complicated the market and many brokers have spurned the action.

Reputable buyers in South America are still abundant and, while hard-nosed, generally do what they say and bring the bacon to buy. There are numerous legal and logistical challenges to consider in making international deals work. If you are selling your aircraft yourself, you will want to work with an experienced broker if your prospect is South American.

SINGLESThe upper end of the single-engine

market is good now: Cirrus is busy again at the factory, reportedly tossing about eight aircraft a week out the doors. Demand is high, with orders backed up for a reported six months. Prior to the recession, Cirrus was pumping out around 16 a week, a figure that fell pre-cipitously with the economic downturn. Now the company is slowly letting the rope out of the production line while it makes sure the ground is solid.

The airplane Cirrus is now building, the SR22 Generation 5, is meeting a pent-up demand for the most up-to-date airframes.

As the fulfillment of its awesome marketing, Cirrus brought a wealthy new generation of buyers into aviation. Its Jaguar-style selling taught them to fly and they are now experienced pilots. They still have plenty of money and plenty of love for Cirrus. And now they

love the new G5 and well, dammit, they are buying one.

As a result, we are beginning to see some relatively good buys in the “re-cession airframes,” the G3 Perspectives built from 2009-2012, as those owners move into the G5. Prices will cave a bit on the G3s, which until now have remained high as the only late model game in town.

Still in moderate demand are 2005-2007 G2 GTS models with air condi-tioning, but mainly low-time airframes. As this group gets closer to the 10-year parachute re-pack dates, the values will decline and a bit of a buyer’s market will persist in these vintages. The buy-ers want them, but only at discounted prices.

The real bargain Cirrus models are the “straight” SR22 genre, built before 2005. The airframes are getting to the age when the parachute re-pack is due, but the price point is killer — well be-low $200K. These early SR22s offer fantastic performance and avionics at the former price point of much older Bonanzas and 210s.

The Columbia Lancairs are underval-ued and becoming more of a specialty airplane, along the lines of the Mooni-acs and Grumman owner cults. Colum-bia owners are very loyal to the type, and are confident that the airplane is much better than the Cirrus.

Of course, there are not enough Cessna Corvalis owners to consider as a mainstream market — they are harder to spot than a Sasquatch. Accordingly, the Columbias will be a mere bucket-ful in a sea of SR22s in the future. If you buy one, understand that the resale

will be tougher because of lower aver-age demand.

The mid-market for singles now is in the $90K to $150K price range. This is the trouble zone, as it still takes a brassy buyer to ante up that much dough for a flying machine. Some of these air-frames — F33 Bonanza, Cessna 210N and Piper Saratogas, for example — are having more problems attracting buy-ers.

The A36 Bonanza (pictured) is an-other matter, as fierce competition for the airframe from South American buy-ers has made really nice A36s as scarce as hen’s teeth.

Buyers in this category tend to be ex-perienced old school pilots who grew up with these withering airframes. They look for the best available airplanes and have a hard time finding them — the fleet is in such aged decrepitude that it is just more difficult to find an airframe without significant warts.

Accepting these faults has become de rigeur if you want to own one. The costs of maintenance outstripped the willingness of most owners to ante up for the task. The pre-buys are dreadful and usually have lengthy squawk lists. Without preparation, buyers and sell-ers are having a hard time getting to-gether on purchases. Buyers have to be realistic and know they need to budget at least 20% of the purchase price for after-sale upgrades and resuscitation.

I go through dozens of pre-buy in-spections a year — enough that, while I am not an A&P/IA, I have a pretty good insight on the trouble spots for most

Order out of chaos

Todd Huvard, president of Aircraft Merchants (AircraftMerchants.com), a North Carolina-based aircraft brokerage, is a commercial pilot with multi-engine, instrument and seaplane ratings and is typed in Cessna 500 and Falcon 20 jets. He’s the founding editor and publisher of The Southern Aviator. CHAOS | See Page 22

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By ASHLEY HAYES FORTE

Before you are cleared for takeoff in your new airplane, take some time to do a little pre-planning in regards to your tax liability. With a little bit of advanced planning, you can enjoy a stress-free purchasing process, leaving your tax concerns on the ground, where they belong.

The best way to do that is to inform yourself early on about sales and use tax exposure and how it may affect your transaction.

In Illinois, aircraft purchasers face the largest amount of turbulence from the sales and use tax. In Illinois, de-pending on who the aircraft purchase is made from, the buyer will be sub-ject to either the sales tax (referred to as the Retailers’ Occupation Tax in Il-linois) (35 ILCS 120/1 to 120/14), the use tax (35 ILCS 105/1 to 105/22) or the aircraft use tax (35 ILCS 157/10-1 to 157/99-99).

In Illinois, if a purchase is made from an in-state dealer, the dealer will collect and remit the sales tax on the purchase. If a purchase is made from an out-of-state dealer, the use tax will be imposed. Finally, if a purchase is made from a pri-vate party, the purchaser will be taxed under the Illinois aircraft use tax.

In Illinois, the use tax and aircraft use tax rates are both 6.25% (plus any ap-

plicable local tax rate) of the purchase price or fair market value, whichever is greater, and be-comes due when the aircraft is pur-chased or brought into the state for use. Because most other states have a sales and use tax, Illinois does allow for a credit for sales/use tax previously paid to another state. However, this credit may not satisfy the full amount of your Illinois liability. If a sales/use tax of 5% was paid in State X and you bring the aircraft into Illinois for use, you are still liable for 1.25% in use tax owed to Illinois.

Like all other states, Illinois offers limited exemptions to the use tax. One of the most common is known as the fly-away exemption, which allows for a new purchaser to move the aircraft out of Illinois within 15 days of purchase without incurring any liability. Illinois also allows an exemption for aircraft acquired by a government agency or tax-exempt organization. If the aircraft is acquired by an in-state carrier, like an airline business or charter company for use transporting people or commodi-ties in interstate commerce, no tax is owed. If the aircraft is a gift to a sur-viving spouse or if the aircraft is only temporarily stored in Illinois after be-ing acquired and primarily used outside of Illinois, no tax is due. If the aircraft is in Illinois for the sole purpose of a

pre-purchase inspection or a post-sale customization and not permanently reg-istered in Illinois, no tax will be due if it is removed within 15 days of the work being completed. Finally, if the aircraft is used 50% or more in the production of agriculture (such as crop dusting), no use tax need be remitted.

For aircraft owners who are contem-plating a move to Illinois on a perma-nent basis, there is an exemption for us-ing the aircraft outside Illinois for more than three months. This exemption only applies to individuals moving to Il-linois, not to businesses, leasing com-panies or lessees. An out-of-state credit for tax already paid will still be allowed for businesses, leasing companies and lessees though.

Once a determination has been made on whether the use tax is owed, it will be reported on one of two forms. If the aircraft was purchased from an in-state dealer, the dealer will collect the sales tax and report it on the dealer’s sales and use tax form. If the aircraft pur-chase falls under the purview of either the use tax or the aircraft use tax, de-pending on who the purchase was made from, the tax will be reported on the RUT-25, Use Tax Transaction Return, or RUT-75, Aircraft/Watercraft Use Tax Transaction Return. Once a reporting obligation has been determined, the tax must be paid or an exemption claimed within 30 days from the purchase date or the date the aircraft is brought into Illinois.

If an aircraft is being temporarily stored in Illinois or is in the state for

pre-purchase or customization purpos-es and the owner is concerned about be-ing assessed a use tax, it may be wise to file a RUT-60, Certification for Aircraft Exemption.

If you don’t report your tax obliga-tion, the state will not issue an Illinois registration for the aircraft. Failure to properly report the tax can mean a late filing penalty, plus a late payment penalty, plus the cost of collection fees on top of the original tax owed. Addi-tionally, failure to register the aircraft in Illinois is unlawful and can result in severe penalties. In the past, Illinois of-fered an amnesty program for taxes not previously paid. However, the most re-cent amnesty ended in 2011 and has not yet been renewed.

Although it is tempting to try to fly under the radar, Illinois, like many states, depends heavily on tax revenue and monitors the sales and transfers of aircraft carefully. The state receives copies of the bill of sale filed with the FAA and also closely monitors Flight Aware (FlightAware.com) for new tail numbers showing up in the state.

So this year, be sure to stay in the clear and plan ahead when it comes to your tax obligations.

Take a CAVU approach to taxes

Ashley Forte works in the aviation practice of Chicago law firm Arnstein & Lehr (Arnstein.com).

While this article deals with just one state, buyers need to be aware of the sales and use tax regulations in not only their home state, but also the state where they buy their aircraft.

Ashley Hayes Forte

certified, panel-mounted CO monitor.New leather seats with headrests, new

seatbelts with retractable shoulder har-nesses, and all around new finish makes the plane much more enjoyable. The old soft ceiling gave way to new vinyl-clad honeycomb ceiling panels, and a center console with lights for night flying, a speaker, and headsets jacks.

OK, I clearly did not need all of the stuff I installed, but I wanted to have a nice plane, as well as a safe plane. Safety is paramount to me, therefore, I opted for operation-related upgrades first — the paint is still to come. I am also considering a new left-side door.

I concluded that the kind of flying I like to do pretty much excludes paved, long, and wide runways. River sand bars, beaches, and grass fields are my kind of destinations. To enhance the speed envelope at the low end, I in-stalled vortex generators. I can now fly at around 40 knots on final, or push it to around 70 sipping under 5 gallons per hour. With a bit of a headwind, I can watch 1960 vintage VWs passing me

on the highways. So what? I am not in a hurry — let them get the speeding ticket.

WHAT I LEARNEDI think I made all the wrong moves

when I was buying my Colt. First, I just

had to have the plane, and I had to have it right now. Second, I did not have the aircraft properly inspected, which was a big mistake. Third, I went crazy on “wants,” but that is who I am. I also did not have a clue about the regula-tions governing the work an owner can

do on his own, therefore I paid more to my mechanic for his time than I would have if I did some of the work myself.

This all may sound like I have some regrets. Heck no! If I were to do it again I would be much more methodical in my actions. I would use an experienced professional to do a pre-purchase in-spection for me, and perhaps even take a cold shower before parting with my money.

Buying an old plane is never a sure thing. By the time you really own it, ex-pect to spend some extra over the pur-chase price. Depending on your needs and wants, your final investment can easily be double. I would be too embar-rassed to tell you how much I sank into mine, but rest assured, it was way over the double mark.

You may ask how I can justify all this expense. In truth, I cannot. However, I love my Colt, and I can now fly any time I want, and anywhere I want. Oh yeah — here is my excuse for all of this: I wanted a plane safe enough to take my grandkids up in it. I am happy to report that my Colt now fits the bill, and my 4-year-old grandson agrees with me.

MY FIRST PLANE | From Page 14

The panel in Ed’s Piper Colt after his refurbishing.

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Getting a piece of a high-end aircraftBy MEG GODLEWSKI

Would you like to fly a well-main-tained, newer model airplane, but can’t afford to buy one just yet? Rather than back-burner this dream, you might want to consider fractional ownership.

One of the first fractional programs available to the single-engine piston driving crowd was PlaneSmart!, which began operations in 2003, “as a means to give pilots access to well-maintained, quality airplanes,” said Michael Bros-ler, president and CEO.

“Typically, in 2003 when you wanted to rent an airplane, you saw lots of very old Cessnas on the ramp,” he said. “Al-though they may have been mechani-cally well-maintained, they often had oil on the belly and were a little rough looking. If you wanted to buy a new airplane, it was exceedingly expensive and it was very hard for most people to justify the cost.”

PlaneSmart!’s fleet began with Cirrus

aircraft.“We

chose the Cirrus plat-form because of its glass

technol-

ogy and because the airplane was well beyond everybody else when it came to safety features,” said Brosler, referring to the Cirrus Airframe Parachute Sys-tem.

The company buys the aircraft, then sells shares to its customers, starting at 1/8th share. Down payments range from $1,500 to $7,500 (depending on the air-craft model), with a monthly payment from $1,164 to $3,295. Clients get up to 150 flight hours per year.

PlaneSmart!’s Cirrus fleet ranges from the SR20 to turbo-equipped mod-

els. Panels run the gamut from legacy gauges to Avidyne and Garmin glass.

The company uses MyFBO, a com-puter-based scheduling software that helps keep track of aircraft usage, as well as pilot qualification issues, such as a medical certificate expiration.

“Every client has a status update that shows currency, medical expira-tion, passport, and the like,” said Bro-sler. “There is also a pre-dispatch sheet which shows all the things you nor-mally check on the aircraft as part of the pre-flight inspection, such as annual

inspection, and shows you when the in-spection was last done and the number of hours until the next one.”

This way, a client who is planning a flight that will put the plane past a re-quired inspection or maintenance can easily move into another aircraft, he said.

“We have 27 airplanes. Getting ac-cess to one of them is not an issue,” he said.

PlaneSmart! does not require pilots

Fractional ownership

FRACTIONAL | See Page 21

By MEG GODLEWSKI

The first step in helping someone get a pilot certificate is getting that person into an airplane.

That’s the mission of the Aviation Access Project, an asset management company geared toward Light-Sport Aircraft (LSA).

According to CEO Rick Matthews, to attract wanna-be pilots to the “cul-ture of aviation, we have to make avia-tion friendlier.”

“It begins by using terminology that someone with very little aviation expe-rience will understand,” he said. “The non-flying public doesn’t understand what an FBO is, so instead of FBOs we have Flight Centers, which are activity hubs at the airport. Since most people don’t know what a CFI is, we use the term Flight Pro. Most people have heard the term Golf Pro or Tennis Pro, so they can understand that a Flight Pro is someone who will teach you to fly.”

Matthews notes that most flight

schools focus on selling flight training to new clients. But that doesn’t stop a great number of these student pilots — up to 80%, according to a study from the Aircraft Owners and Pilots Associa-tion — from dropping out.

“We are trying to reduce this number by having the client purchase a share in an airplane and teach that person to fly in their very own airplane,” he said. “It is very similar to how you sell a motor-cycle or a boat. We call this ‘skin in the game,’ since having equity in the air-plane is a strong incentive to complete training.”

The company encourages owners to acquire their sport pilot tickets, which takes less time and less money than a private ticket. If the client later wishes to add private pilot privileges, such as flying at night or in an airplane with more horsepower and more seats, the transition is relatively easily, he noted.

Established in January 2012, the Avi-

Access Aviation Project: Creating new pilots

Access Aviation Project showed off this Bristell at this year’s U.S. Sport Aviation Expo in Sebring, Fla.

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ACCESS | See Page 23

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By BOB MACKEY

Some people say the happiest days of owning an airplane are the day you buy it and the day you sell it. I couldn’t dis-agree more! Others might say buying aircraft insurance is a pain in the you-know-what. That’s not true either!

I have the opportunity to talk to pi-lots who are considering an airplane purchase just about every day and I can tell you finding the right aircraft insur-ance at the right price does not have to become a hurdle. If you will forgive the cliché, let’s put on our track shoes and knock down some hurdles.

A few factors can impact the avail-ability and cost of insurance, such as the aircraft, pilot, location (airport), and type of flying. Any one of these can throw a monkey wrench into the works, but they don’t necessarily have to be a deal-breaker.

Some aircraft are more difficult or ex-pensive to insure than others. A couple of driving forces are repairability and history. Typically a tube-and-fabric or composite aircraft may cost more to

insure than a metal aircraft. Why? Be-cause not all main-tenance shops have the skills to repair a fabric or composite aircraft, and parts may also cost more.

Another issue may be an aircraft’s rarity, which goes back to the point of parts availability or skill to repair.

Some aircraft may be more difficult or expensive to insure because of their accident history. As an example, the Piper Apache and the Cessna Cardinal with the 150-hp engine are not on the most desirable list with most insur-ance companies. I think these are both great airplanes; it is just that insurance companies have paid more claims with these models because a few pilots have gotten too far on the backside of the power curve, leading to accidents.

Other aircraft that have caused con-cerns for some insurance companies are high-powered, go-fast homebuilts (read: expensive), such as the Lancair IV or the Stewart 51. Again, in my opinion, these are super airplanes, but they are high-performance and high-valued birds.

How does the pilot become a factor? It really comes down to pilot experi-ence versus the aircraft. The other day I got a call from a student pilot wanting to know how much it would cost to get insurance on a Culver Cadet. Nice air-

plane, retractable gear, tailwheel, and not too expensive. The problem is this airplane is not the right match for a stu-dent pilot.

During our conversation I could hear him coming to the conclusion that a stu-dent pilot cannot get insurance on any airplane. This is definitely not the case. What is true is that a student pilot can get insurance if the airplane is an appro-priate training platform. Right airplane with the right pilot is good. Wrong air-plane with wrong pilot is bad.

Something that can also be a factor is the location and airport where you plan to base your airplane. It can be more difficult or expensive to insure an air-plane in places where losses occur more frequently or losses may potentially be more severe.

Places where weather may be an is-sue, such as hurricane-prone locations, can impact the availability and cost of insurance. Remote locations, such as Alaska — where an off-airport landing can quickly become a total loss due to the expense involved in recovering the aircraft — also factor in.

The airport you choose is another factor. If you are looking to buy a Piper J-3 Cub and base it on your farm where you have a 1,200-foot grass runway, in-surance may not be difficult or expen-sive. If you are thinking about buying a Mooney for your grass strip, now that’s a major factor.

The last factor is the type of flying you plan to do. If you are looking to

buy an airplane to use for your own per-sonal, non-commercial use you should not have a problem as long as some oth-er factors mentioned above don’t come into play. If, on the other hand, you are planning to use your plane for some type of commercial operation, this may have some effect on the availability and cost of your insurance. You will need to discuss this with your insurance agent, which leads us to the four hurdles we will knock down next.

First Hurdle: Start by finding the right aviation insurance agent. You want to look for four key characteris-tics: A professional aviation insurance agent; one who listens to you and un-derstands what you are looking for; one who gives advice based on what you are trying achieve; and one who helps you learn about your insurance, laying out all the options for you to consider.

Where can you go to find the right agent? I recommend you ask other pi-lots and owners. You can also ask your association, such as the Experimental Aircraft Association, or if you belong to a type club you could check with some of the club members. You can also meet professional agents at events like EAA AirVenture Oshkosh or SUN ’n FUN. I usually present three or four forums at both events, plus we always have an outdoor exhibit.

Recommendation: Don’t ask several agents to get a quote for insurance. You

Getting over the insurance hurdles

to have a minimum experience level to become fractional owners.

“We are a Platinum Training Center for Cirrus. We do their standardiza-tion training and we can do everything from transition training from the six-pack legacy gauges to glass cockpit,” he said. “Cross-training is available for both Avidyne and Garmin panels. We can take the client from zero time up through their instrument ticket.”

Owners pay a monthly management fee that covers scheduling, mainte-nance, insurance, hangar, XM weather and GPS subscriptions, cleaning, Bose headsets, IFR/VFR charts, and more. There is a flight hour fee to cover the direct operating costs of the aircraft, such as fuel, oil and reserves.

The owner can sell their share at fair market value of the underlying aircraft and exit the program, or apply the sales credit to a new PlaneSmart! aircraft.

In addition to giving pilots access to aircraft they might otherwise not be able to afford, Brosler sees the fraction-al market as a way for aircraft manufac-turers to sell more airplanes.

“The market share of pilots who can

afford an airplane all by themselves is perhaps 1%. The market share of pilots who can afford ¼ of an airplane is about 20%,” Brosler noted.

PlaneSmart!’s fleet also includes larger, faster airplanes, such as the Piper Meridian, Piaggio, or Pilatus for clients whose needs and mission change.

“Our customers are able to move into those airplanes,” Brosler explained.

The Cirrus is also the aircraft of choice for Ascension Air, located in Augusta, Ga., which launched its frac-tional ownership program in 2012. The company’s fleet of 2012-2013 Cirrus Turbocharged SR22T GTS airplanes are based in the Atlanta area, according to Jamail Larkins, president.

He quotes some numbers: “A 1/8 share is $96,825. With $19,365 down — a reduced down payment sales in-centive available in some cities — monthly payments for a share purchase are $945, plus a monthly management fee of $1,225.”

Clients must have their private pilot certificate and instrument rating and at least 200 hours as pilot in command. “There are some exceptions, based on individual pilot time in Cirrus or pilots actively working toward an instrument

rating,” he noted. “Also, our insurance requirements require pilots flying in Ascension aircraft to complete an ini-tial 90-day review, and then six-month ongoing recurrent training sessions. In-dividual pilot requirements regarding flight reviews, VFR, and IFR currency must also be maintained.”

According to Larkins, fractional own-ership allows pilots to own higher quali-ty and safer airplanes for nearly the same price as much older, technologically in-ferior ones.

“Our fractional ownership program allows pilots to own and enjoy shares of top-of-the-line aircraft for about the cost of sole ownership of a 1980s used Cessna,” he noted. “On average, pilots fly about 80 hours per year, which is ex-actly what our program offers owners of a 1/8 share, plus 15 hours per year for training and 15 more per year for charity flights.”

“Our program boasts 90% availabili-ty for only 12% of the cost of sole own-ership,” he continued. “In reality, sole ownership does not allow much more than 90% availability. Maintenance squawks, as well as lengthy scheduled maintenance stints, dramatically reduce availability.”

Scheduling is done by the Ascension Air Owner Services Team. “Owners can schedule time in their airplane 24 hours a day either by calling, emailing or us-ing our custom mobile app available in the Apple App Store,” he said.

Larkins noted that although Ascen-sion Aircraft does not permit primary flight instruction in the airplane, cus-tomers are welcome to do training to earn a higher license or rating.

“Ascension does keep track of all required training as determined by our insurance underwriter,” he said. “No owners are allowed to operate the air-plane as PIC unless they meet the insur-ance requirements.”

The professional management of items like insurance, maintenance and more, is critical, according to Larkins.

“Without professional management, it can lead to poorly maintained air-planes and confusion when it comes to the distribution of responsibility among owners,” he said. “Our program elimi-nates that pitfall of fractional owner-ship by professionally managing our fleet and keeping the aircraft in perfect condition.”

Planesmart.com, Ascensionaircraft.com

FRACTIONAL | From Page 20

INSURANCE | See Page 22

Bob Mackey

Bob Mackey is senior vice president of Falcon Insurance Agency, which administers the EAA Aircraft Insurance plan. He has more than 35 years experience with aviation insurance and is a commercial and instrument rated pilot. You can reach him at [email protected]


don’t go to three different dentists to get treatment for the same tooth. Pick one agent and work with that agent to get your insurance.

Second Hurdle: Don’t wait until the last minute. You should

find an agent be-fore deciding

on the plane you want to buy. You don’t want to find out you can’t get

insur-

ance, or the cost of your insurance is substantial, or there are restrictions on the insurance because one or more of the factors I touched on earlier. You can go online to EAA.org/Insurance and re-quest a quote, or you can call the EAA Plan at 866-647-4322.

Third Hurdle: Make sure you know your options. If you’ve found the right agent, you most likely will be working with someone who will make sure you understand the basics of your insur-ance. Plus you’ll have a clear picture of your options when it comes to insur-ance coverages. If that’s not the case, go back to the first hurdle and knock it down again. Aircraft insurance is not rocket science; coverages are fairly simple, and understanding all the op-

tions will help you save money and re-inforce your purchase decision.

Fourth Hurdle: Don’t go cheap, especially when you are buying insur-ance for an airplane that is new to you or one you just finished building. Do your own risk management. Identify the risks, mitigate the risks, and then buy insurance for the risks you cannot mitigate. With a new airplane, whether purchased or built, there are many risks that might be unknown to you or you may not be able to mitigate. Your agent can get quotes with and without aircraft physical damage insurance, but that’s not what I recommend the first year. Plan and budget for full insurance cov-erage the first year.

When year two rolls around you can

consider going without the in-motion aircraft physical damage insurance, if you are comfortable. Also, make sure you get more than adequate transition training. Transition training is just an-other form of insurance.

I want to close with one final rec-ommendation: Establish a relationship with the agent you select. Don’t treat your agent like the enemy. Your agent is working for YOU, not the insurance company. I’m not saying you need to send Christmas cards, just remember your agent should be part of your air-plane ownership support group, just like your mechanic and fellow owner/pilots.

I hope you will enjoy airplane owner-ship as much as I have. Best wishes for safe flying!

have with this model?”5. Skimping on the vetting process.

Do not skimp on hiring the correct help and letting that help do their job properly and thoroughly. This includes prepur-chase inspections, documents review, title searches, valuations, and contract-ing, to name a few. This is no time to cut corners.

6. Maxing out the budget on purchase price. If your budget is $70,000 and you blow it all on the purchase, you’re in for trouble. Do not go into any purchase without a solid cash reserve put away for those first-year surprises. Between 5% to 10% of the purchase price is not out

of the ordinary, especially if the plane is complex.

7. Mishandle obtaining insurance. Aircraft insurance is not like any other. Going from broker to broker asking for quotes will do you way more harm than good. Ask around for references. Pick a bro-ker, then let him or her go to work for you.

8. Not joining a type club for your plane. Chances are there is at least one active type-specific organiza-tion for the plane you are buying. Join it. They are a wealth of advice, comfort, fun, and overall support for your owner-ship experience.

9. Not obtaining training from a type-specific instructor. Oh sure, if you’ve been flying 172s forever and now buy one, it may not be as critical. But contrary to what some may tell you, all planes do not fly alike. Find a CFI who really

knows that plane and you’ll be trained to get the most enjoyment and utility out of your new purchase.

10. Not seeking qualified advice. It’s

easy to feel like an “expert” after a few nights of reading all the buying guides, playing with Vref, and cruising the ads. But the truth is they only skim the sur-face. This is no time to pretend you are

the expert.I know this might seem discouraging

or frightening, although that’s not the in-tent. Buying a plane requires the same respect for the traps as the act of flying itself.

Besides being professionally involved with aircraft sales and training for more than 40 years, I’ve personally owned more than 30 aircraft from single, to twins, to helicopters. Sure, I’ve made some mistakes. But that didn’t mask the pure joy and rewards I received — and still receive — from ownership. There’s nothing like it.

And when planned and executed prop-erly, owning is a true joy. Good luck and happy hunting!

“When planned and executed properly,

owning is a true joy.”

MISTAKES | From Page 15

types. All of the aircraft have some squawks, and every shop will produce a different list of them.

I have become resigned that three things are going to happen at the pre-buy: 1.) There will be squawks on every plane; 2.) The seller will go into it think-ing they have a perfect airplane; and 3.) The buyer’s mechanic will say it is the worst airplane ever, maintained by cir-cus clowns in the past.

If you are serious about selling, be pragmatic enough to plan on holding a

few grand in the sales price to make cor-rections or adjustments at the pre-buy in order to get the deal closed. If you think you don’t have to be flexible, you are right — but you sure won’t sell the thing anytime soon. So just know there will be squawks and you will need to adjust the final sales price to “git ‘r done.”

The bottom strata of the market in-clude the Cherokees, Skyhawks, and other spam cans that are now sagging to price levels between $20K and $80K. The buyers of these aircraft are like buz-zards circling road-kill. These planes are the darlings of the ramp that are disinte-

grating in plain view of us all.There is still a tug-o-war between

buyers and sellers in this market. The sellers are losing because they have to sell for less than they bought the air-planes before the recession. The buyers are losing because the airplane depreci-ates before the wire transfer to buy it has gone through.

Bottom line on the old airframes is that they just are not as valuable as they once were, and the costs for updating or maintaining them have not diminished. They are not going to appreciate, so buy accordingly. If the one you are looking at

is a solid example, it will cost you more than the average junker out there now.

As for antiques and classics, Light-Sport Aircraft (LSA), homebuilts, and specialty singles, it is a status quo mar-ket. As a seller in this genre, you can bet every buyer is a precious resource to be treated gently. They are few and far between — so make the deal and move on.

The downturn for the piston aircraft market is over. The market rebound may not look like the Dow, but it is heading in that direction finally. Good hunting!

CHAOS | From Page 18

Older planes can offer a lot of bang for the buck. An often overlooked aspect of an aircraft purchase is training.

INSURANCE | From Page 21


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June 21, 2013 Homebuilt Aircraft Marketplace - Special Advertising Section 23

If you’ve got questions about parts needed to get your airplane back into the air or to keep it flying reliably and safely, a good place to start getting the answers you need is Niagara Air Parts.

From the company’s extensive “in stock” inventory of parts in Niagara Falls, New York, ordered parts can be shipped anywhere in the world, usually on the same day the order is received.

Niagara Air Parts is a factory di-rect distributor in the United States for Canadian Aero Manufacturing, a Transport Canada-approved air-craft parts manufacturer and mainte-nance organization. Both companies are owned by Ronald Newburg, a Toronto native who has been flying since 1964.

After a successful career in insur-ance, Newburg founded Canadian Aero Engine & Accessories in 1987 to provide a source of quality engines overhauls and repairs.

Through that business, he discov-ered a need for another company to manufacture parts, such as clutches, which were a continuing problem for his customers.

The company has since branched

out, receiving manufacturing approv-als for the entire starter adapter and all of its components. It also manu-factures and supplies oil coolers, oil pumps and other parts. It also pro-vides replacement window latches for 100, 200 and 300 series Cessna aircraft.

By opening Niagara Air Parts in New York, the Canadian business-man solved the problem of customs delays so his company could live up to its motto: Call Today, Fly Tomor-row.

Niagara Air Parts also provides the highest quality overhauls with the lowest possible price and excellent warranty.

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Everything you need to keep flying safely

ation Access Project offers fractional shares in LSAs, including the low-wing Bristell and the high-wing Flight De-sign CTLS.

The cost of each share depends on which airplane the customer buys into. The older the airplane, the lower the price. A 1/16 share in an older airplane could be as low as $10,000, predicted Leonard Assante, vice president of communications.

“The high end will be about $26,000 for 1/8 of a new Bristell, plus a $200 monthly maintenance fee,” he said. “The initial share purchase price in-cludes flight training to sport pilot for new aviators or transition training for current pilots. The monthly mainte-nance fee covers all recurring costs, such as insurance, hangar, maintenance

reserve, etc. These prices include 75 hours of flying time per year and there are no hourly fees. You just buy your own gas like any owner would.”

The company’s Flight Centers are franchises, which can begin with one airplane and one Flight Pro. The first Flight Center opened in Gallatin, Tenn. There are now more than 20 in devel-opment, as well as another 45 pending review, according to Matthews, who notes the project has attracted interest from people in 12 other countries be-sides the U.S.

“The beauty of the Aviation Access Project is that the Flight Centers can be set up anywhere,” said Assante. “We are working on establishing locations in several other states, including Florida, Iowa, Kansas, Illinois, Alabama, and Colorado this summer.”

AviationAccessProject.com

ACCESS | From Page 20

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LYCOMING | See Page 24

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24 Homebuilt Aircraft Marketplace - Special Advertising Section June 21, 2013

No longer the new kid on the block

Stewart Systems waterborne covering and painting process has steadily been growing and gaining a significant share of the market as more builders become aware of the benefits and performance of using the modern waterbased/waterborne products. The product line has been around since 1991.

Stewart Systems was tested un-der the more stringent and modern FAR Part 23 standards and received an STC in 2007 for use on certified aircraft.

Stewart Systems growth is due to many factors. Builders are more aware of the health and safety con-cerns surrounding other solvent-based covering and painting pro-cesses. Regulations have made the use of solvent-based systems too expensive or illegal to use in some areas. But the biggest and most im-portant reasons builders are choos-ing Stewart Systems are the ease of use, customer support, and the mod-ern light-weight, high-performance coatings.

The light-sport and experimental aircraft market have revived the fab-

ric-covered aircraft industry.Support from major suppliers,

including Wicks Aircraft and Aircraft Spruce, and the rest of the compa-ny’s domestic and international dis-tributors have also helped to expand the simplicity of purchasing Stewart Systems products for builders.

Stewart Systems’ website, www.stewartsystems.aero, with its video tutorials, builders forum, web store, and free downloadable technical documents, including the FAA-ap-proved installation manual, also has been instrumental in the company’s growth.

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Stewart Systems is no longer the “new kid” and just about everyone that has anything to do with fabric aircraft knows about the company. Its popularity has fueled the growth of the business and the business has fu-eled people’s confidence to build or restore fabric-covered aircraft. That is a win-win success story for aviation.

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like humans use their eyes to peer into your aircraft.

Also, do not hesitate in saying, “I do not consent to searches.” Hesitation has been used as a basis for implying consent. You do not want to voluntarily create a conversation with law enforce-ment in this situation.

Do not try to be polite in convey-ing your message by watering down the message with gentle words and eu-phemisms. Stand your ground. Look an agent squarely in the eye and say, “I do not consent to searches.” If they continue and search your aircraft, then call your lawyer at the first opportunity. Continue to remind the searchers that you object to the search, but be polite and non-aggressive about it.

You don’t stop being a law-abiding citizen by standing up for your rights under the U.S. Constitution. You don’t

have to be nasty or mean in how you give your message. Be polite, firm, and don’t waiver. You are the same law-abiding citizen after you stand on your rights as you were before. They made the decision to challenge you.

I am willing to put my money where my mouth is. FREE for the asking, I have created 3-inch by 2-inch stickers that state the following: “No warrant? The pilot and owner of this aircraft do not consent to searches.”

Those interested in receiving these free stickers have only to send me an email at [email protected] with your mailing address, and I will mail you two stickers. The stickers are print-ed in black and white in English. They are intended for exterior application in plain view of the primary entry/exit and cargo doors of your aircraft, but place them where you want.

And remember: “I do not consent to searches.”

RIGHTS | From Page 8

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LYCOMING | From Page 23

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28526 FacRebNoBrnr_wTag_GA News.indd 1 6/10/13 5:02 PM

26 General Aviation News — Buyer’s Guide Marketplace — 800.426.8538 June 21, 2013

These are excerpts from reports made to the Aviation Safety Reporting System (ASRS.arc.nasa.gov). The narratives are written by the pilots, rather than FAA or NTSB officials.

Aircraft: Cessna 152Primary Problem: Human Factors

During the initial pre-flight planning, I did a standard briefing using DUATS to SEF airport. However, I failed to take into consideration the NOTAMs for the flight. I made our first radio call on 122.7 reporting my 10 mile mark from the airport. At this time I did not see any other aircraft.

At five miles southwest of the field I reported on 122.7 that I was going to position and enter on a 45° left down-wind for Runway 36 (as posted in the current AFD). I was looking at the runway and noticed that the runway is now Runway 1, instead of Runway 36, and also began noticing numerous other aircraft in a right downwind for the runway. I turned to look in front of me and there was an airplane overfly-ing me at about 200 feet over my alti-tude. Until this point I heard nothing on 122.7 about all of the traffic, so I turned back to the southwest thinking I was on the wrong frequency. I checked, but the CTAF was 122.7 and then an automatic recording came over the radio saying there was a special procedure in place with a temporary tower. When we heard this, I continued flying away from the airport back to the south west until we were 10 miles away from SEF.

Aircraft: Cessna 210 CenturionPrimary Problem: Weather

We left mid-afternoon in a C-210 and wanted to get a few hours in before nightfall. The weather was VMC the entire trip, although we did deviate to avoid some weather. After a 30-minute deviation I decided to turn around and land before we went into some mar-ginal VFR weather. The nearest VMC airport was 10 miles south of us and was reporting winds slightly favoring Runway 36.

I entered a left downwind for Run-way 36 and saw that the wind sock in-dicated a gusting wind from the east. I crabbed the plane for a crosswind land-ing. We landed on the upwind side of the runway. After landing I got hit by a large gust of wind from the east, which pushed the airplane to the west side of runway. Although I increased right rudder and right aileron, the left main wheel went off the runway into the mud. After that happened the airplane was non responsive and I could not get it back onto the runway.

I pulled the yoke all the way to my chest to keep pressure off the nosewheel and we were almost at a complete stop when the nosewheel hit a rut and we nosed over on the back side of plane. Most of the damage was done to the plane while trying to pull the airplane out of the mud. The prop did strike the dirt at idle speed. Other than that, there was not a whole lot of damage.

Aircraft: Skyhawk 172Primary Problem: Human Factors

I was making a second approach to the runway after going around due to a gust of wind just before touchdown. During the second attempt the wind was about a 20° right quartering cross-wind steady at about 10 knots. As the upwind wheel made contact with the runway, a gust of wind from the right blew the airplane toward the left side of the runway. I put in right rudder and aileron, [but] by this time the aircraft was pointed toward the left edge of the runway and it went off the left side of the runway, narrowly missing a runway light. The plane came to rest in a gully about 50 feet from the left side of the runway where I shut down the engine to prevent damage.

After inspecting the airplane and pro-peller for damage and finding none, I took the tow bar out and pointed the aircraft toward the runway and got it as close as possible. I cleared all the rocks out of the path of the aircraft and restarted the engine and taxied to the ramp. After this incident I learned an important lesson on crosswind land-ings and making sure that you are well versed in the operation of the type of aircraft you intend to fly.

Aircraft: Cessna 150Primary Problem: Procedure

A skydiver under a square canopy de-scended into and collided with the lead-ing edge and main wing spar of a prop-erly parked, unoccupied and securely tied-down Cessna 150 on an asphalt tie-down area of the ramp. The skydiver’s right tennis shoe left a skid mark on the leading edge of the right wing, 3 inches aft of the leading edge, 1 foot inboard of the upper strut attach point. The skydiv-er’s butt impacted sheet metal between the front main wing spar and leading edge, thereby creasing the sheet metal 6 inches span-wise along the front edge of the main wing spar and bending nose rib inside the wing.

Skydiver impacted with a force of approximately 500 pounds, bounced off the wing onto asphalt ramp/taxiway, and proceeded to walk away without looking or coming back to examine

the aircraft. When confronted by the owner of the aircraft, skydiver said that the claimed area of impact showed no signs of visible damage. Actual area of impact was discovered by owner 30 minutes subsequent to time of impact.

The skydiver was too inexperienced to be jumping unsupervised.

Aircraft: Cessna 152Primary Problem: Aircraft

The preflight looked good with the rental C152; there were no noticeable leaks or discrepancies. The run up and magneto check was good. I got clear-ance to take off. The takeoff roll was normal. I rotated and climbed out at Vy. Everything was fine until I reached around 300 feet AGL. [At] that time I noticed I was no longer climbing and that the airspeed was dropping, as well as the VSI. The stall warning horn be-gan to sound and I started extending flaps to transition into slow flight to keep from stalling. The engine was still running smoothly, however it was not producing enough power to maintain altitude. At this time Tower asked me what was going on. I told them due to an unknown reason I was not able to maintain altitude and I was going to try to circle back and land. It did not look as though I would make it back to the [departing] runway and the Tower ad-vised that I could land on [a different] runway instead. I was able to make it down and land and the partial power I still had was enough to taxi back to the FBO, where I notified them of the events and issue with their plane.

Aircraft: Cessna 310Primary Problem: Procedure

I was cruising at 10,000 feet to re-turn from consulting out of town. I was between layers in a very dark sky. No stars, no ground lights.

I was running the starboard engine on the nearly empty auxiliary tank, waiting to change to main tank when the fuel pressure dropped.

The engine lost power. I switched the tank fuel valve and the engine stopped. I waited for the engine to regain power, but nothing happened. I couldn’t see the prop as it was too dark. I assumed that it was windmilling as our training practice engine outs usually had diffi-culty stopping the windmilling.

I concentrated on keeping wings lev-el and the speed up. I gave full power to both engines. I did not feather as I knew that the engine should start up.

Center called me stating that I was off course and had lost nearly 3,000 feet. I informed them that I was having some difficulty. They asked if I needed assis-

tance, or needed to declare an emergen-cy. I said not now, I’ll call if I need to. They informed me I was 10 miles from the nearest airport.

I finally was able to see that the prop was stopped, so I hit the starter and the engine started. I informed Center that I was going to climb back to 10,000 feet and continue.

Aircraft: Cardinal 177RGPrimary Problem: Procedure

While approaching from the east at 2,500 MSL into Tyler Pounds Airport, Tower Operator provided information to avoid another departing Cardinal, which we accomplished. I reported en-tering left downwind for Runway 13 and was cleared to land. As I turned base I noticed an air carrier aircraft turning right base for Runway 22, but gave no further thought and focused on landing. I touched down without being long and I came to a stop just even with or a little past Taxiway B. I saw the air carrier aircraft touchdown on Runway 22 at the intersection of 13/22 about 800 feet in front of me.

I was not offered LASHO [Land and Hold Short] and would have rejected it as the landing distance on [Runway] 13 to the intersection of 13/22 is about 2,500 feet. My passenger, who is also a pilot, was as stunned as I was. Had we landed long, the outcome may have been different.

I called the Tower after I had thought this situation through over lunch. I asked if I had missed an instruction to LAHSO, to which the controller re-plied, “no, we were watching you and thought you would have no problems landing”… or something to that effect. I do not know if the air carrier pilots saw me as nothing was said on the radio that I heard from that aircraft. After engine start for departure as I was listening to ATIS, I could hear a controller talking to my aircraft by tail number in the back-ground of the ATIS. Given there were two Cessna Cardinals being handled by the Tower with [one of the controllers] recording a new ATIS, it may have pro-vided a foundation for loss of aware-ness. While we missed the air carrier by about 800 feet, a little more speed on final, or a go-around by me, could have had a different outcome. Had I looked to my left while on short final and seen the air carrier aircraft approaching for Runway 22, I may have initiated my own go-around with a steep right turn to avoid the intersection. At that point I would have made a radio transmission accordingly, which would have alerted the air carrier aircraft of my actions to avoid what I would have perceived as a possible collision.

ASRS Reports

June 21, 2013 www.GeneralAviationNews.com — Buyer’s Guide Marketplace — facebook.com/ganews 27

Wireless ADS-B receiver for Xavion app introduced

Laminar Research, creators of the X-Plane flight simulator, have unveiled enhancements for Xavion, its mobile aviation application.

Laminar Research recently intro-duced Xavion, an iPhone and iPad app that provides synthetic vision, GPS navigation, instrument backups and a visual glide path to the nearest airport in the event of engine failure.

The newest features include a wire-less interface with an ADS-B receiver providing weather displayed on the Xavion map. Xavion is compatible with the iLevel and Sagetech Clarity weather systems. The Sagetech Clarity system also provides traffic data.

Xavion.com

New headset from Sennheiser

Sennheiser has unveiled the HMEC 26-2, the successor to the HMEC 26 pi-lot’s headset for commercial pilots.

Improvements are a direct result of feedback from the pilot community, ac-cording to company officials.

The HMEC 26-2 with its anthracite finish offers improved wearing com-fort. The headband has been lengthened overall and the end pieces have been de-signed with a different angle to ensure that the headset sits more comfortably with a more evenly distributed contact pressure, officials noted.

Special attention was paid to sources of interference that the headset might

be exposed to, officials added.Sennheiser-Aviation.com

Aspen’s Connected Panel takes flight on Pilatus

Aspen Avionics’ Connected Panel technology will be integrated into the new Pilatus PC-12 NG Connected flight deck system.

The Pilatus PC-12 NG features Hon-eywell Primus Apex avionics enhanced with a suite of mobile apps, according to company officials. Aspen’s Connect-ed for Pilatus platform enables wireless communication between the apps and the certified avionics installed in the flight deck.

A new Connected Gateway box, the CG100P, has been developed with Pi-latus, Honeywell and Jeppesen, Aspen Avionics officials said. The CG100P in-stallation approval is covered under the Pilatus PC-12 NG Type Certificate and does not require an Aspen display.

Initial deliveries of the Connected Enabled PC-12 NG aircraft, along with the new and updated apps, are expected this summer.

Pilatus-Aircraft.com, ConnectedPanel.com

Snap-On debuts new tool box

Snap-on Industrial’s new Visual Tool Control (VTC) tool storage box with a clear abrasion-resistant polycarbonate window gives technicians a full view of their tools for instant accountability and asset management.

The VTC can hold about 100 tools.

The ability for technicians to return their tools and see if any are missing, even after the box is closed, greatly re-duces tool loss and foreign object dam-age (FOD) concerns, company officials note.

The VTC also is good for point-of-use work for specific maintenance func-tions. This means the VTC can be out-fitted with tools for a certain work task or function, and positioned in that area so technicians always have the right tools ready to use. The VTC is secured with an e-lock or keyless entry system, according to company officials.

Snapon.com

West Star Aviation offers interior services at CAE

West Star Aviation is now offering interior services at its Columbia, South Carolina, (CAE) location.

The new interior shop is equipped to complete a variety of partial interior work, including upholstery, panel re-covery, and carpet.

WestStarAviation.com

Airforms gets FAA nod for engine baffles on Piper Cherokees

Airforms, Inc. has obtained FAA de-sign approval and Parts Manufactur-ing Approval (PMA) for replacement engine baffling on Piper PA-28-180 Cherokee aircraft.

The new Piper PA-28-180 baffle kits are eligible for aircraft S/N 28-1761 through 28-750259 (1965 through 1972 models).

Initial kit pricing is $1,115, which includes all metal parts, assemblies and seals to replace the original engine baf-fling. Individual parts are available for aircraft owners who only need to re-place a portion of the engine baffling, company officials note.

Airforms.biz

MyGoFlight unveils new iPad mini kneeboard

MyGoFlight has unveiled its first kneeboard for the iPad mini.

The iPad Aviator Folio for mini is a leather, rotating kneeboard, lapboard, and everyday case. As a kneeboard, it

can be strapped to either leg with the clipboard on the outside. As a lapboard, pilots can access the iPad and clipboard at the same time.

The company also has introduced new Aviator Mounts, which are pilot in-stallable, adjustable, light weight, ma-chined aluminum, and allow the iPad to rotate and tilt. Rotation allows viewing approach plates and airport diagrams in portrait mode, and enroute charts in landscape, officials noted.

The mounts attach to windshields, yokes, glare shields and panels and are available for many general aviation air-craft. The mounts are not permanent, do not require tools to install and do not require an STC for their use.

MyGoFlight.com

Eclipse sim takes off at SimCom

A new Avio IFMS equipped, full-mo-tion Eclipse twin-engine jet simulator is now ready for training at SimCom’s Orlando, Florida, training center.

The Eclipse Jet simulator is an FAA certified, Level D, full-motion device, which means pilots can get all their training for a type rating in the sim, as well as complete all recurrent training, according to company officials.

In-aircraft instruction is also offered for those individuals who require men-tor training, company officials said, adding the training is approved by all major insurance underwriters.

Eclipse.aero, Simulator.com

New Products

Have a new product or ser-vice you’d like to tell our readers about? Send press releases (in word docu-ments, no PDFs please) to: Press@GeneralAviat ion -News.com. Please put “On the Market” in the subject line. Send photos separately.


WEEK OF APRIL 1, 2013Calendar of Events

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Western United StatesJune 28-30, 2013, Cascade, ID. Backcountrypilot.org Fly InJune 28, 2013, Mesa, AZ. ASU Altitude Chamber flightJune 28, 2013, McCall, ID. Advanced Backcountry Fly-

ing Course at Sulphur Creek, 208-634-1344June 29, 2013, Tracy, CA. Airport Open House

& Independance Day CelebrationJune 29, 2013, Bonners Ferry, ID. Huckle-

berry Pancake Breakfast, 208-267-4359June 29-30, 2013, Minden, NV. Making the Jump

to the White Mountains, 775-782-9595June 29, 2013, Puyallup, WA. Young Ea-

gles Rally, 2538621253June 29, 2013, West Hills, CA. American He-

roes Air Show, 818-631-8132June 29, 2013, Upland, CA. 1st Annual BBQ

Fest Competition 909-559-7926July 06, 2013, Granby, CO. EAA 1267 Pan-

cake Breakfast/Fly-In 970-531-0004July 06, 2013, Truckee, CA. Truckee Ta-

hoe AirFair & Family FestivalJuly 06, 2013, Woods Cross, UT. EAA Chap-

ter 23 Young Eagles Rally, 801-232-3430July 06, 2013, Fort Jones, CA. Scott Valley Fly-InJuly 06, 2013, Tacoma, WA. Wings and Wheels Freedom FairJuly 11-13, 2013, Arlington, WA. Arling-

ton Fly-In 360-435-5857

July 12-14, 2013, Lompoc, CA. 29th Annual West Coast Cub Fly-In, 805-291-6039,

July 13-14, 2013, Grangeville, ID. Gran-geville Air Fair, 208-983-8302

July 13, 2013, Prescott, AZ. AYA Fly-In Pit Stop and Hangar Party, 928-273-0042

July 15-17, 2013, Arlington, WA. AYA 2013, 425-334-3030July 15-18, 2013, McCall, ID. Middle Fork Lodge

Backountry Excursion, 208-634-1344July 18, 2013, Mountain View, CA. Han-

gar Flying and Coffee Drinking

South Central United StatesJune 28-29, 2013, Shawnee, OK. Oklahoma Avia-

tion Open House, 405-642-1377June 29, 2013, Bethany, OK. Oklahoma Avia-

tion Open House, 405-787-2527June 29-30, 2013, Tulsa, OK. EAA B17

Tour Stop, 920-426-6840July 03-07, 2013, Hutchinson, KS. Glider Racing-

Vintage and Low performance, 620-474-4177July 06, 2013, McKinney, TX. EAA Chapter 1246 1st

Saturday Coffee and Donut Fly-In, 214-549-9563July 06, 2013, Fort Worth, TX. Vintage Flying Mu-

seum Member Meeting, 940-783-8314July 13, 2013, Tarkio, MO. Wingnuts Flying Circus

North Central United StatesJune 29, 2013, Wadena, MN. Wings, 218-298-0332June 29, 2013, Bolingbrook, IL. Great Lakes Sonex Fly-InJune 29, 2013, Sugar Grove, IL. Aurora Air-

port Fly-In, 630-440-2203June 29, 2013, Frankfort, IN. Celebra-

tion of Flight, 765-654-6275June 30, 2013, Sandusky, MI. Dawn PatrolJune 30, 2013, Clare, MI. Fly-In Drive-

In Breakfast, 989-588-2997June 30, 2013, Saint Cloud, MN. Granite City Fes-

tival Fly-In Breakfast, 320-253-6400June 30, 2013, Crystal Lake, IL. EAA Pan-

cake Breakfast, 847-226-0074July 02, 2013, South Saint Paul, MN. Flem-

ing Field Aviation AssociationJuly 04, 2013, Mt. Morris, IL. Fly-In Break-

fast, 815-732-7268July 04-07, 2013, Brainerd, MN. Ford Tri-Motor

Event and Open House, 218-825-2166July 06-07, 2013, Watervliet, MI. Chapter 585

Annual Weekend, 269-208-3296July 06, 2013, Shumway, IL. Fly-In/Drive-

In Breakfast, 217-821-2868July 06, 2013, York, NE. BreakfastJuly 06, 2013, Kenosha, WI. Wings &

Wheels, 262-945-7244July 06, 2013, Peoria, IL. Breakfast, 309-453-5602July 11, 2013, West Chicago, IL. Fox Fly-

ing Club Membership MeetingJuly 13, 2013, Larchwood, IA. Zangger Vintage Air-

park annual Flight Breakfast, 605-370-1139July 13, 2013, Fort Wayne, IN. EAA Chap-

ter 2 Pancake BreakfastJuly 13, 2013, Eden Prairie, MN. Air-

Expo 2013, 952-746-6100July 13, 2013, Mason, MI. Young Eagles, 517-525-0984July 13, 2013, Pewaukee, WI. Chapter 18

Young Eagles Rally, 414-732-6782,July 13, 2013, Boyne City, MI. Boyne

Thunder, 231-838-8545July 14, 2013, Two Harbors, MN. Chapter 1128

Pancake Breakfast, 218-834-4392July 14, 2013, Middleton, WI. EAA Chapter

1389 Fly-In Breakfast, 608-836-1711July 14, 2013, Cloquet, MN. EAA 1221 Food

and Fun Gathering, 218-310-4301

July 16, 2013, South Saint Paul, MN. EAA Chapter 1229July 18, 2013, Minneapolis, MN. Crystal Airport- Air

Traffic Control Tower Tours, 763-533-4162

North Eastern United StatesJune 28, 2013, Dayton, OH. Freedom’s Call

Military Tattoo, 937-255-7207June 29, 2013, Marysville, OH. Fire Crack-

er 100, 937-243-7303June 29-30, 2013, Plymouth, MA. EAA SportAir Air-

craft Building Workshops, 800-967-5746June 29, 2013, Ashland, OH. Fly-In Pan-

cake Breakfast, 419-281-3966June 29, 2013, Lynchburg, VA. Wom-

en Can Fly Day, 440-278-0860June 29, 2013, Montauk, NY. Grumman

Beach and Lunch, 978-239-9670June 30, 2013, Cumberland, PA. Pancake BreakfastJune 30, 2013, Taunton, MA. Ameri-

can Aero Services Breakfast FlightJune 30, 2013, Zanesville, OH. Box Lunch & Home-

made Ice Cream Fly-in, 740-454-1615July 02, 2013, Palmyra, PA. Monthly Sce-

nario Discussion, 717-304-4187July 04, 2013, Penn Yan, NY. July 4 Fly-In/

Drive-In Breakfast, 607-292-6485July 04, 2013, Marlborough, MA. Indepen-

dence Day cookout, 508-481-1063July 06-07, 2013, Germantown, OH. Open Air Fly-

ing Machine Summer Fly-In, 937.470.6168July 06, 2013, Mansfield, OH. Mans-

field Airport Day, 419-989-9522July 06, 2013, Williamsburg, VA. Saturday Morn-

ing Coffee & Doughnuts, 757-206-2995July 06, 2013, Berlin, MD. Open House at

Ocean Aviation, 410-213-8400July 06, 2013, Willard, OH. Opper Fly-In/

Drive-In Picnic, 419-239-8292July 07, 2013, Taunton, MA. Ameri-

can Aero Services Breakfast FlightJuly 07, 2013, Elmira, NY. Fly-In Breakfast, 607-734-0469July 11-14, 2013, Alliance, OH. EAA Chap-

ter 82 Grassroots Fly-InJuly 11, 2013, Medford, NJ. VFR/IFR Flight Plan-

ning and Preflight Preparation, 856-986-1331July 12-14, 2013, Geneseo, NY. Geneseo AirshowJuly 13, 2013, Westminster, MD. The First Mid-

Atlantic Gathering of RVs, 410-977-5070July 13, 2013, Columbus, OH. Young Ea-

gle Rally, 614-570-9470July 13, 2013, Cambridge, MD. Seaplane Splash-InJuly 14, 2013, Dunkirk, NY. Rotary Spon-

sored Fly-In Breakfast, 716-366-6938

South Eastern United StatesJune 29, 2013, Savannah, GA. Savannah Avia-

tion Open House, 912-964-1022July 06, 2013, Gainesville, GA. Cracker Fly-InJuly 06, 2013, Lawrenceville, GA. EAA Chap-

ter 690 Pancake BreakfastJuly 06, 2013, Hickory, NC. Young Ea-

gles Day, 828-403-4745July 06, 2013, Burlington, NC. Discover Fly-

ing Open House, 336-227-1278July 07, 2013, Holly Hill, SC. South Caro-

lina Breakfast Club 5J5, 803-446-0214July 12, 2013, Panama City, FL. Event

at KECP, 850-251-4181

InternationalJune 29, 2013, Stanstead, QC. Fly’N Squares

square dance, 819-876-2528July 12-14, 2013, Cornwall, ON. Aeronca Bel-

lanca Champion Fly-In, 518-731-6800

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HANDHELD RADIOSICOM IC-A6 Com . . . . . . . $259ICOM IC-A24 Nav/Com . . . $305

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aera® 500. . . . . . . . $599aera® 510. . . . . . . . $899aera® 550. . . . . . . . $999aera® 560. . . . . . . $1299

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Beechcraft A-36Garmin G-500 EFIS/MFD, Garmin GTN-750 Touch Screen GPS/Nav/Com, Garmin GMA-35 Remote Audio Panel, Garmin SL-30 Nav/Com, Garmin GTX-33/ES Remote Mode S Transponder, Garmin GTS-800 Traffi c system, Garmin GDL-69A XM Weather Datalink, Garmin GPSMAP-696 with AirGizmo Panel Dock, L-3 Avionics Trilogy EFIS, JP Instruments EDM-830 Color Engine Monitor, and all new custom designed panels with laser engraving.

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Manufacturers of reliable instruments since 1967

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Cessna 150, 152, 172, 180, 182, 185,

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Phone/Fax: (503) 628-6056RMD Aircraft Lighting Inc.www.rmdaircraft.com

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AIRCRAFT SALES Tom Dalquist (800) 345-0949 [email protected]

MAINTENANCE Daniel Hall (800) 345-0949 [email protected]

Leader in Avionics & Maintenance Services Since 1980

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CONTACT US FOR ALL YOUR AIRCRAFT NEEDS!

service center for Bell, Cessna, Robinson and Lycoming, we provide services from basic inspections to customizations. We specialize in the installation of the latest in avionics equipment from leading manufacturers such as Garmin, Cobham, Aspen Avionics and Avidyne.

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AVIONICS David Pierce (800) 345-0949 [email protected]


T-Hangars

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Professional Part 141 flight school offering BFR’s, refresher courses, additional ratings, and other instructional needs. Book a check ride at KAND for any type rating by a Designated Flight Examiner.

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Garmin G500 - G600

Visit us at our new location on the west side of Arlington Airport!

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rev2

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113

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130 OLd Moody BlvdPalm Coast, FL 32164(386) 313-6960Located @ KXFL

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FREESHIPPING

on orders over $100

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Arizona Airparks are the answer. Check them out. Be ready for next winter. Great price range of homes, hangars, and hangar homes. www.airporthomesandhangars.comMartha Home (928) 231-9500.

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June 21, 2013 www.GeneralAviationNews.com — Classified Pages — facebook.com/ganews 37

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38 General Aviation News — Classified Pages — 800.426.8538 June 21, 2013


By DAVID RAUZI

GRANGEVILLE, Idaho — All it took was 30 minutes to turn a sleepy rural airstrip into a roaring runway of Warbirds.

Scrambled together within a few months and hurriedly promoted, the Idaho County Airport’s first Warbird Weekend event held July 14 last year exceeded all expectations. The area exploded with cars filling the set-aside parking area and spilling onto and along Airport Road. The main runway roared with continual traffic as small aircraft taxied on and took off with eager kids, many experiencing their first airplane flight. The crowds were hundreds thick, packed around aircraft to visit with pi-lots, take a peek inside or — for a lucky few — to feel the horsepower of radial engines on their own vintage plane ride. Firefighting aircraft, working early sea-son incidents, kept the drama moving, as did helicopters from the Idaho Na-tional Guard and LifeFlight.

All totaled, nearly 2,000 people packed onto the airport that hot July day for an experience that frankly took everyone off guard from organizers to participants.

Now the pressure’s on for this year’s event next month — how do you top a blockbuster?

It all started with one question: “Why not an airfair in Grangeville?” In de-cades past, the airport hosted such air-craft come-togethers, but nothing in recent memory for a facility that has, for the most part, sat mostly forgotten on the edge of this rural Camas Prairie community of more than 3,200 people. Quiet, except for the start of spring

crop-duster activity and then those fran-tic mid- to late-summer months when the runway and tie-downs resemble a kicked-over ant’s nest as SEATs (single engine air tankers) and belly-dump he-licopters buzz across the sky on wildfire missions across the hazy smoke-choked skies of North Central Idaho.

The airfair idea came at the right time for the airport, following in the wake of renewed interest in the county-owned facility that started in 2009.

“Nestled amidst the 5.4 million breathtaking acres of Idaho County, the airport offers access to rocky mountains, river valleys, wilderness and extensive public lands,” said Melisa Bryant, eco-nomic development specialist, Ida-Lew Economic Development Council. “Not only is the Idaho County Airport the gateway to a plethora of recreation op-portunities, it is also an emerging hub of economic growth.”

Looking to capitalize on the region’s strengths, the Idaho County Commis-sion saw its airport with new eyes, recognizing it as an underdeveloped resource for regional economic devel-opment through both business creation and recreation/tourism. An Airport De-velopment Authority was created to advise on facility operations and com-prehensive planning, and to develop private and public sector opportunities.

In the midst of this, the airport was already seeing renewed economic ac-tivity due to the relocation from Cali-fornia to Grangeville several years ago of Anderson Aeromotive, an FAA-certified repair station specializing in Pratt and Whitney and Curtiss-Wright radial engines. Anderson was seen as key player in the airport’s renewal, and

along with county cooperation in help-ing the in-town business expand hangar space at the facility, the commission was envisioning Anderson’s offerings as a draw for ancillary aircraft services. Idaho County as America’s Warbird workshop? Why not?

As the county worked to improve and

promote the airport, Bryant and airport manager Mike Cook came up with the airfair idea, spurred by the success of a fly-in event at a backcountry airstrip that drew 150 participants. The pair felt they could do something similar.

“Idaho County wanted an opportuni-ty to showcase the airport and available facilities to the community and pilots outside the local area,” Cook said. “The airfair provided an excellent way to let many participants know ways the air-port could be utilized to access the area for aviation-related business and play.”

Who participated? The Experimental Aviation Association’s Young Eagles program brought six planes to provide kids with introductory airplane flights: 81 total. Several classic aircraft at-tended, including an N3N U.S. Navy biplane, a Lockheed PV2 Harpoon, a Vultee BT-13A Valiant and a North American T-6. Helicopters included one from LifeFlight, two Idaho Air Nation-al Guard Lakota LH-72A, and a nearby USFS Sikorsky Sky Crane CH54.

This year’s event is slated for two days, July 13-14. Events include free plane rides for kids, historic aircraft on display, with a few offering rides, a tour of the U.S. Forest Service Grangeville Air Center smokejumper facility, and a remote control aircraft demonstration — and more is being planned.

Facebook.com/ WarbirdWeekend.Idaho

Warbird Weekend

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June 21, 2013